Chevrolet - Malibu - Workshop Manual - 2002 - 2002

Page 931 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 7966 Clockspring Assembly / Spiral Cable: Service and Repair INFLATABLE RESTRAINT STEERING WHEEL MODULE COIL REPLACEMENT REMOVAL PROCEDURE 1. Disable the SIR system. Refer to Air Bag(s) Arming and Disarming. 2. Remove the steering wheel assembly. 3. Remove the tilt lever. 4. Remove the instrument panel carrier. 5. Disconnect the SIR wiring harness from the back of the fuse panel. 6. Remove the multi-function lever. 7. Remove the coil assembly retaining clip (3). 8. Cut the plastic zip tie in order to remove the SIR coil wiring harness. 9. Remove the coil assembly (1). INSTALLATION PROCEDURE IMPORTANT: ^ When re-installing a previously removed coil assembly go to step 1. ^ When installing a new coil assembly go to step 2. 1. Install the coil assembly (1) to the steering column. Ensure that the coil assembly is centered. IMPORTANT: ^ The coil assembly becomes un-centered under the following conditions: Page 484 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 10384 Interior Lighting Module: Service and Repair MODULE REPLACEMENT - PANEL DIMMING REMOVAL PROCEDURE 1. Remove the left closeout/insulator panel. 2. Remove the I/P dimmer module bolts (3). 3. Remove the I/P dimmer module (2) from the HVAC bracket. 4. Disconnect the electrical connector (1) from the I/P dimmer module (2). INSTALLATION PROCEDURE 1. Connect the electrical connector (1) to the I/P dimmer module (2). 2. Install the I/P dimmer module (2) to the HVAC bracket. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the I/P dimmer module bolts (3). Tighten Tighten the bolts to 4 N.m (36 lb in). 4. Install the left closeout/insulator panel. Fuel System - Inaccurate Fuel Gauge Readings Fuel Gauge Sender: All Technical Service Bulletins Fuel System - Inaccurate Fuel Gauge Readings File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-04-008D Date: April, 2003 Subject: Inaccurate or Erratic Fuel Gauge Reading, Fuel Pump Related Driveability Concerns (Install New Fuel Tank Sender) Models: 2000-03 Chevrolet Cavalier, Malibu 2000-03 Oldsmobile Alero 2000-03 Pontiac Grand Am, Sunfire 2000-01 Toyota Cavalier with Plastic Fuel Tanks This bulletin is being revised to add a model year and to change the Correction information as well as the part number. Please discard Corporate Bulletin Number 01-06-04-008C (Section 06 Engine). Condition Some customers may comment about inaccurate or erratic fuel gauge readings. A typical comment might be that it appears from the gauge reading that there is fuel available, yet the tank is nearly empty. Cause This condition may be the result of the corrosive effect of certain fuel blends on the contact surfaces of the fuel tank sender. Vehicles built between the VIN breakpoints shown. Vehicles built prior to VIN breakpoint shown. Correction Important: ^ When servicing the fuel tank module or the fuel sender, DO NOT replace both parts. Only replace the appropriate part to repair the customer's concern. ^ The complete fuel level sender assembly P/N 22683260 is no longer available through GMSPO. This assembly is now serviced by a fuel tank module P/N 88957239 (minus sender) and the fuel tank sender, P/N 22709333. These two parts are no longer sold as one unit and can only be purchased separately. ^ Dealers within the provinces of British Columbia, Quebec, New Brunswick and the State of Maine, should refer to Customer Satisfaction Campaign 00101, dated January, 2001. When fuel gauge diagnosis in the Service Manual indicates the cause to be the fuel tank sender, replace the existing sender with a new sender, P/N 22709333, with improved corrosion resistant wiper contacts. Page 10005 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 3021 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 10315 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 9378 Power Seat Motor: Adjustments Seat Adjuster Phase Adjustment - Power Ensure that the following conditions are met when installing the power seat adjusters: * Both adjusters are parallel. * Both adjusters are in phase with each other. The adjusters are out of phase when one adjuster reaches the maximum horizontal or vertical travel in a given direction before the other adjuster. Use the following procedures in order to place the adjusters in phase: Horizontal Travel 1. Operate the seat control switch until one adjuster reaches the full forward position. 2. Detach the horizontal drive cable (3) from the adjuster that has reached the full forward position. 3. Operate the seat forward until the other adjuster reaches the full forward position. 4. Connect the horizontal drive cable (3). 5. Inspect the horizontal travel of the seat. Front or Rear Vertical Travel 1. Operate the seat control switch until one adjuster reaches the fully raised position at the front and the rear vertical travel limits. 2. Disconnect both vertical drive cables (1) from the adjuster that has reached the fully raised position. 3. Operate the seat control switch until the other adjuster reaches the fully raised position at the front and the rear vertical travel limits. 4. Connect the front and the rear vertical drive cables (1). 5. Operate the adjusters through 2 complete cycles in order to inspect the vertical travel. 6. Repeat this procedure as necessary if the adjusters do not appear to be in phase after the test cycle. Page 10642 3. Connect the tail lamp electrical connector to the tail lamp. 4. Position the tail lamp to the quarter panel. 5. Install the tail lamp nuts, and hand tighten. 6. Fold the rear compartment trim to the original position. 7. Install the rear cargo net retainers, and hand tighten. 8. Install the rear cargo net to the retainers. 9. Close the rear compartment. Page 4715 11. Install the new strainer from kit, P/N 88967293, as shown above until you hear a positive click sound. 12. Double check that the strainer is installed properly and there is no damage to the pot before reinstalling the fuel module. Important: DO NOT reuse the old fuel pump module seal. 13. Remove the old fuel pump module seal from the fuel module. Important: The strainer kit, P/N 88967293, includes two new seals. It is critical that the same design seal be reinstalled that was removed. 14. Install the same design seal from kit, P/N 88967293, that was removed from the fuel pump module. 15. Reinstall the fuel pump module into the fuel tank. Refer to Fuel Pump Module Replacement in SI. Use the appropriate SI Document depending on Locations Oxygen Sensor: Locations Locations View Capacity Specifications Fluid - M/T: Capacity Specifications Transmission Fluid .............................................................................................................................. .............................................................. 1.7L (1.8 Qt) Page 779 Electrical Symbols Part 4 Page 6645 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 2868 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 4896 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 10337 IP Dimming Module Page 708 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 4342 Disclaimer Page 5477 Parts are currently available from GMSPO. Disclaimer Page 9698 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 1111 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 929 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 2350 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 6471 When using the On-Car lathe on vehicles equipped with limited slip (or posi-trac) rear system, it is critical that the rear drive shaft is disconnected/disengaged prior to operation of the On-Car lathe. Remember to mark and re-index the drive shaft correctly on re-assembly to prevent creating driveline vibration. Whenever the lathe drive motor is being switched on, the operator MUST keep their body out of the wheel well area until the machine has reached its normal operating RPM. 2. Refinish the existing rotor on an approved, well-maintained lathe to guarantee smooth, flat and parallel surfaces. Important When raising the vehicle on the lift, be sure to have it at a good working height (waist high is average) to accommodate mounting the On-Car lathe. Optimally, the center piston on the lathe trolley will be mid-travel. If the lathe trolley center piston is completely compressed (bottoming out) or inversely fully extended and hanging off the vehicle hub, this could affect the calibration time of the lathe. 3. Select the correct adapter for the vehicle you're working on and mount it to the hub with the vehicle lug nuts. Hand tighten 34-41 Nm (25-30 lb ft) the nuts using equal torque. DO NOT use impact wrenches, excessive torque will damage the adapter. Important Ensure the adapter sits flush on the rotor hat surface. Be sure to remove any rust, rotor retaining clips, etc. that may preclude the adapter from sitting flat on the mounting surface. 4. Connect the lathe to the adapter, turn on the lathe and activate the computer to compensate for run-out in the hub. 5. Once the computer indicates the compensation process was successful, on the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn. 6. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed during the process, reset zero. Back off a full turn. 7. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the brake pad contact area. Do the same procedure. If zero is passed during the process, reset zero. 8. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the full rotor surface. Advance both tool cutters to the zero setting plus just enough to clean up the entire rotor surface. 9. After completing the refinish, sand both sides of the rotor for approximately one minute per side using a sanding block and 130-150 grit sandpaper to obtain a non-directional finish. 10. Dismount the lathe, but leave the lathe adapter attached to the vehicle. 6. Once the rotor has been properly machined, wash the rotor with soap and water (use a mild dish washing soap) or wipe it clean with GM approved brake cleaner, P/N 88862650 (Canadian P/N 88901247). Important Thoroughly cleaning the rotor will prevent the possible transfer of finite metal dust left as a by-product of machining to the pad material during the seating process, thus reducing the opportunity for squeaks or other noises to occur. 7. ***Record the REFINISHED rotor thickness measurement on the repair order hard copy. Refer to the "Repair Order Documentation - Rotor Refinish" section of this bulletin. 8. Setting up to measure for Lateral Run Out (LRO): Important Measuring for Lateral Run Out (LRO) (steps 8 - 15) is no longer required however, these steps are being left in the overall procedure as a good check to be performed in the case of a repeat pulsation complaint. If you are not checking for LRO, go to step 16. Bench-Type Lathe 1. Ensure that the mating surfaces of the rotor hat section and the hub mating surface are clean and free of debris. 2. Mount the new, original or refinished rotor onto the vehicle hub. Important Always hold the rotor on the bottom half so any debris that may be dislodged from the vents will fall out instead of falling into the mounting area. Any movement or jarring from the rotor falling over on the studs can release rust from the vents on the rotor. 3. Tilt the top of the rotor in towards the vehicle so you can see the studs and ease the rotor onto the studs. Page 4656 Fuel Pressure Regulator: Description and Operation Fuel Pressure Regulator Assembly The fuel pressure regulator is a vacuum operated diaphragm relief valve with fuel pump pressure on one side and regulator spring pressure and intake manifold vacuum on the other side. The fuel pressure regulator maintains a constant pressure differential across the injectors at all times. The pressure regulator compensates for engine load by increasing fuel pressure as the engine vacuum drops. Page 9395 3. Disconnect hook and loop strip retaining the rear seat cushion cover back and pull back to access the staples. 4. Remove the stables from the seat back cover. 5. Reach inside of the rear seat back cover in order to unfasten the hook and the loop retainers securing the rear seat back cover to the pad. 6. Remove the seat back cover from the seat back pad. Installation Procedure 1. Install the seat back cover to the seat back pad. 2. Use firm hand pressure in order to fasten the hook and the loop retainers, securing the rear seat back cover to the pad. 3. Install the seat back cover to the split/folding rear seat back. 4. Install the new stables to the split/folding rear seat back. Page 4894 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 6668 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 3280 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 2853 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Park/Neutral Position (PNP) Switch, C1 Page 234 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1312 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 10743 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: Customer Interest OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 553 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 2991 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table as shown. DISCLAIMER Restraints - Extender Availability For Seat Belt Seat Belt Extension: Technical Service Bulletins Restraints - Extender Availability For Seat Belt INFORMATION Bulletin No.: 99-09-40-005F Date: June 23, 2010 Subject: Seat Belt Extender Availability Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add the 2009‐2011 model years and update the Warranty Information. Please discard Corporate Bulletin Number 99-09-40-005E (Section 09 Restraints). Important: DO NOT use belt extenders when securing a child restraint. The seat and shoulder belt restraint systems used in all General Motors vehicles have sufficient belt length to accommodate most drivers and passengers. Consequently, requests for belt extensions (extenders) should be minimal. Seat belt extenders are available ONLY IN BLACK for most GM passenger cars and trucks produced in recent years. They are available in two different lengths, 23 cm (9 in) and 38 cm (15 in). They are designed to be coupled with the existing belts in each vehicle. When in use, the extender makes the belt arrangement a "custom fit" and use by anyone else or in another vehicle will lessen or nullify the protection offered by the vehicle's restraint system. For this reason, it is extremely important that the correct length extender be used for the vehicle and occupant intended. Important: Do not use an extender just to make it easier to buckle the safety belt. Use an extender only when you cannot buckle the safety belt without using an extender. Parts Information For part numbers, usage and availability of extenders, see Extension Kit in Group 14.875 (cars) or Group 16.714 (trucks) of the appropriate parts catalog. Saturn retailers should refer to the appropriate model year Parts & Illustration catalog for the vehicle. U.S. Saab dealers should contact the Parts Help line. Canadian Saab dealers should fax requests to Partech Canada. Warranty Information ^ Seat belt extenders are a NO CHARGE item to all GM customers who request them for their specific vehicles. ^ Dealers should not be charging part costs since these extenders are supplied by GM to the dealers. ^ Dealers should not be charging labor costs since the extender can be customer installed. Disclaimer Specifications Fuel Pressure: Specifications Fuel System Pressure Fuel System Pressure Key On Engine Off 52-59 psi Page 3853 Locations View Page 4403 Throttle Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 3216 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 594 12. Connect the electrical connector to the hazard warning switch. 13. Connect the electrical connectors to the other switches in the trim plate. 14. Position and align the IP cluster trim plate to the IP and carefully press into place. 15. Install the two screws that attach the IP cluster bezel to the IP. Tighten Tighten to 2 N.m (18 lb in). 16. Install the upper steering column cover to the steering column. 17. Position the lower steering column cover to the upper cover and install the three attaching screws. Tighten Tighten to 2 N.m (18 lb in). 18. Install the AIR BAG fuse in the panel and install the cover. 19. Turn the ignition switch to the ON position and verify that the AIR BAG light flashes seven times and goes out. Verify hazard warning switch operation. Alero, Cutlass 1. Remove the hazard warning switch bezel from the IP using a small flat-bladed tool to release the retainers. Important: Both retainers must be released at the same time in order to remove the air outlet in the next step. 2. Using two flat-blade screwdrivers (2), carefully release the two retainers that attach the IP center air outlet (1). With both retainers released, pull 1-2 Shift Solenoid (SS) Valve Connector, Wiring Harness Side Page 1123 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 9183 Paint: By Symptom Technical Service Bulletin # 05-08-51-008C Date: 090622 Body - Bumps or Rust Colored Spots in Paint TECHNICAL Bulletin No.: 05-08-51-008C Date: June 22, 2009 Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust) Models: 1994-2010 GM Passenger Cars and Trucks (Including Saturn) 2003-2010 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories). Condition Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust. Cause Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces. Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material can lay on top of, or become embedded in, the paint surface. Correction Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials recommended to repair rail dust or iron dust: 1. GEL TYPE OXALIC ACID: - Has the characteristics of the liquid type oxalic acid but stays where you put it because of its gel consistency. 2. CLAY TYPE NON-ACID BASED: - Requires surface lubricant during use. - Has different grades available. Caution Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions closely because it may require special handling and disposal. If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated. After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation. Procedure 1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS. 2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover. 3. Perform the removal process according to the chemical manufacturer's directions. Once the damage has been repaired, the final step involves a polishing process. Rail Dust Remover Manufacturers Page 7163 Alignment: Specifications All measurements are taken with a full fuel tank. The Measurements for D,J,K and Z all have +/- 10 mm (3/8 in Trim Height Specifications 4 Door Suspension FE1 Engine LD9/L82 P/215/60R15 Z 0 D 4 27/32 in J 9 21/64 in K 9 39/64 in Page 7958 Inflatable Restraint Sensing And Diagnostic Module: Description and Operation INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE (SDM) The SDM is a microprocessor and the control center for the SIR system. In the event of a collision, the SDM performs calculations using the signals received from the internal sensors and compares the results of the calculations to values stored in memory. When these calculations exceed the stored value, the SDM will cause current to flow through the appropriate deployment loops to deploy the air bags. The SDM records the SIR system status when a deployment occurs and turns the AIR BAG indicator ON. The SDM performs continuous diagnostic monitoring of the SIR system electrical components and circuitry when the ignition is turned ON. If the SDM detects a malfunction, a DTC will be stored and the SDM will command the AIR BAG indicator ON. In the event that Ignition 1 voltage is lost during a collision, the SDM maintains a 23-Volt Loop Reserve (23 VLR) for deployment of the air bags. It is important to note, when disabling the SIR system for servicing or rescue operations to allow the 23 VLR to dissipate, which could take up to one minute. Page 2336 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 4201 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 4157 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table as shown. DISCLAIMER Locations Locations View Page 1315 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 109 5. Remove the cable from the ribbon. 6. Disconnect the electrical connector from the module assembly. 7. Unclip the hinged retaining strap from the bracket at the top of the module. 8. Remove the module from the mounting bracket. INSTALLATION PROCEDURE Page 7156 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Page 7773 Compressor Clutch Hub: Service and Repair Compressor Clutch Plate and Hub ASSY Install (V5 Direct Mount) TOOLS REQUIRED ^ J 33013-B Hub and Drive Plate Remover/Installer ^ J 33027-A Clutch Hub Holding Tool ^ J 33017 Pulley and Bearing Installer ^ J 41790 Compressor Holding Fixture 1. Install the shaft key into the hub key groove (4) approximately 3.2 mm (1/8 in) out of the keyway. The shaft key is curved slightly to provide an interference fit in the hub key groove. 2. Clean the surfaces of the clutch plate (1) and the clutch rotor (2) before installing the clutch plate and hub assembly. 3. Align the shaft key with the shaft keyway in the clutch plate and the hub assembly and place onto the compressor shaft (3). 4. Remove the J 33013-B. 4.1. Remove the center screw from the body of the hub and drive plate installer. 4.2. Install the center screw into the opposite end of the hub and drive plate installer. 5. Install the J 33013-B and bearing tools (1) onto the clutch plate (3) and the hub assembly (2). 5.1. Back the body of the hub and drive plate installer tool off enough to allow the center screw to be threaded onto the end of the compressor shaft. 5.2. Thread the center screw several turns onto the end of the compressor shaft. Do not tighten the center screw on the compressor shaft. 6. Hold the center screw with a wrench. 6.1. Tighten the hex portion of the hub and drive plate installer body several turns. 6.2. Remove the hub and drive plate installer from the clutch plate and hub. 6.3. Make sure that the shaft key is still in place in the keyway. Specifications Exhaust Pipe: Specifications Exhaust Intermediate Pipe to Catalytic Converter Bolt ........................................................................................................................... 45 Nm (33 ft. lbs.) Exhaust Intermediate Pipe to Muffler Nuts .............................................................................................................................................. 50 Nm(37 ft. lbs.) Procedures Body Control Module: Procedures 1. The Body Control Module (BCM) must be programmed with the proper RPO configurations. The BCM stores the information regarding the vehicle options and if the BCM is not properly configured with the correct RPO codes, the BCM will not control all of the features properly. Ensure that the following conditions exist in order to prepare for BCM programming: ^ The battery is fully charged. ^ The ignition switch is in the ON position. ^ The data link connector (DLC) is accessible. 2. To setup a new BCM, access the SPECIAL FUNCTIONS menu on the scan tool to program the BCM. Select NEW BCM SETUP and follow the instructions on the scan tool. 3. If the BCM fails to accept the program, perform the following steps: ^ Inspect all BCM connections. ^ Verify that the scan tool has the latest software version. Passlock(TM) Learn Procedures IMPORTANT: If any module is replaced, programming the module must be done prior to performing the Passlock(TM) Learn procedure. Perform the Learn Procedure if any of the following components have been replaced: ^ The Passlock(TM) sensor Refer to Programming Theft Deterrent System Components in Theft Deterrent for the proper procedure. ^ The Body Control Module (BCM) ^ The Powertrain Control Module (PCM) Refer to Powertrain Control Module (PCM) Programming in Computers and Control Systems for the proper procedure. IMPORTANT: After programming, perform the following to avoid future misdiagnosis: 1. Turn the ignition OFF for 10 seconds. 2. Connect the scan tool to the data link connector. 3. Turn the ignition ON with the engine OFF. 4. Use the scan tool in order to retrieve History DTCs from all modules. 5. Clear all history DTCs. Page 3074 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 2749 Engine Control Module: Locations The PCM is below the I/P, behind the LH hush panel. Page 5335 For vehicles repaired under warranty, use the table. Disclaimer Input Speed Sensor Connector, Wiring Harness Side Page 2215 Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the plate. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1) into the removal plate to remove the seal from the crankshaft. Page 448 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 7877 Tighten the heater case plates nuts to 10 Nm (89 lb in). 28. Install the drain tube elbow to the evaporator block heater case plate. 29. Install the evaporator hose to the evaporator. 30. Install the outlet heater hoses to the heater core. 31. Install the inlet heater hose to the heater core. 32. Lower the vehicle. 33. Connect the negative battery cable. 34. Fill the engine cooling system. 35. Recharge the A/C system. 36. Leak test the fittings of the component using the J 39400-A. Diagram Information and Instructions Fuel Gauge: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Electrical - Information For Electrical Ground Repair Grounding Point: Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 3316 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 3571 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 3152 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 3939 Body Control Module: Connector Views Body Control Module (BCM) C1 Page 10875 Window Switch - Front Passenger Page 9658 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: Customer Interest OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 2949 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 9049 Console: Service and Repair Trim Plate Replacement - Console Trim Plate Replacement - Console Removal Procedure 1. Position the gear selector to the neutral position. 2. Remove the gear selector knob retainer (1), using a small flat-bladed tool. 3. Remove the gear selector knob, by pulling upward. 4. Release the front floor console trim plate retainers, using a flat bladed tool. 5. Remove the front floor console trim plate (1) from the front floor console (2). 6. Disconnect the electrical connectors from the front floor console trim plate. Installation Procedure 1. Connect the electrical connectors to the front floor console trim plate. 2. Align the front floor console trim plate retainers to the slots in the front floor console. 3. Install the front floor console trim plate (1), pressing into place until fully seated. 4. Position the gear selector knob to the shift lever. 5. Install the gear selector knob retainer (1), pressing into place until fully seated. 6. Reposition the gear selector to the Park position. Specifications Oil Pressure Sender: Specifications Engine Oil Pressure Indicator Switch ....................................................................................................................................................... 16 Nm (12 ft. lbs.) Page 3594 Body Control Module: Electrical Diagrams Body Control Module Schematics: Powers, Grounds, And Communication Page 933 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 5172 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Battery Negative Cable Disconnect/Connect Procedure Negative: Service and Repair Battery Negative Cable Disconnect/Connect Procedure REMOVAL PROCEDURE CAUTION: ^ This vehicle is equipped with a Supplemental Inflatable Restraint (SIR) System. Failure to follow the correct procedure could cause the following conditions: ^ Air bag deployment ^ Personal injury ^ Unnecessary SIR system repairs In order to avoid the above conditions, observe the following guidelines: ^ Refer to SIR Component Views in order to determine if you are performing service on or near the SIR components or the SIR wiring. ^ If you are performing service on or near the SIR components or the SIR wiring, disable the SIR system. Refer to Disabling the SIR System in Restraint Systems. ^ Refer to Battery Disconnect Caution in Service Precautions. 1. Turn OFF all the lamps and the accessories. 2. Make sure the ignition switch is in the OFF position. 3. Disconnect the battery negative cable from the battery. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. IMPORTANT: Clean any existing oxidation from the contact face of the battery terminal and battery cable using a wire brush before installing the battery cable to the battery terminal. A/T - Pressure Control Solenoid Replacement Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid Replacement File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-048 Date: November, 2002 INFORMATION Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E Transaxle/Transmission Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes MN4, MN5, M13, M15, MN3, MN7 or M76 The pressure control solenoid in the above transaxles has changed for the 2003 models. Important: While the physical dimensions will allow usage of the new solenoid in past model transaxles or usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging of the pressure control solenoids will result in improper shift characteristics, customer dissatisfaction, and needed repeat repairs. When replacing a pressure control solenoid, be sure to use the correct part number. Page 5004 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 9881 Oil Pressure Sender: Connector Views Engine Oil Pressure (EOP) Switch Engine Oil Pressure (EOP) Sensor A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Specifications Exhaust Manifold: Specifications Exhaust Manifold Heat Shield Bolt ...................................................................................................................................................... 10 Nm (89 inch lbs.) Exhaust Manifold Nut .............................................................................................. ................................................................................. 16 Nm (12 ft. lbs.) Exhaust Manifold Stud ......... .............................................................................................................................................................. ...... 18 Nm (13 ft. lbs.) Page 6268 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Compartment Trim Panel Replacement - Rear Trim Panel: Service and Repair Compartment Trim Panel Replacement - Rear Compartment Trim Panel Replacement - Rear Removal Procedure 1. Remove the sill trim plate from the rear compartment. 2. Remove the spare tire cover from the rear compartment. 3. Remove the convenience net retainers, if equipped. 4. Remove the convenience net, if equipped. 5. Remove the rear compartment trim panel retainers (2). 6. Remove the rear seat cushion. 7. Remove the rear seat back. Important: The rear compartment trim panel is a two-piece molded unit. 8. Fold the left section of the rear compartment trim panel toward the center of the compartment, and remove the trim panel. 9. Fold the right section of the rear compartment trim panel toward the center of the compartment, and remove the trim panel. Installation Procedure Page 10124 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Steering - Power Steering Pump Replacement Tips Power Steering Motor: Technical Service Bulletins Steering - Power Steering Pump Replacement Tips INFORMATION Bulletin No.: 06-02-32-013B Date: August 07, 2009 Subject: Diagnostic Tips/Recommendations When Power Steering Pump Replacement is Necessary Models: 1997-2010 GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years and update the information. Please discard Corporate Bulletin Number 06-02-32-013A (Section 02 - Steering). A recently completed analysis of returned power steering (PS) pumps that had been replaced for noise, no power assist, no or low pressure and leaking conditions has indicated a high number of "No Trouble Found" results. Corporate Bulletin Number 01-02-32-004 indicates that when attempting to repair a power steering concern, the steering system analyzer should be utilized to assist the technician in a successful diagnosis. Note- Saturn ASTRA does not utilize the Power Steering System Analyzer. In addition, extensive warranty analysis has shown that the following situations are all significant root causes of PS pump failures: - Improper pulley installation - Re-using the O-rings - Using fluid other than the OE-specified steering fluid - Failure to flush the PS system In order to help improve customer satisfaction and reduce comebacks, GM recommends the following tips for replacing a PS pump: 1. Low or no pressure from the PS pump may be the results of dirty or contaminated fluid, which could cause the pressure relief valve to stop functioning. Using the proper tools, flush and bleed the PS system. Any residual contaminants will result in pump failure. 2. When removing the pulley, use the proper special tools. Because the pulley alignment is critical, distorting the pulley may damage bearings on the new PS pump. Note Some new PS pumps may not include a new O-ring. Please refer to the appropriate Parts Catalog. Saturn retailers should refer to the appropriate model year Parts & Illustration Catalog for the vehicle. 3. Be sure to use only the new O-rings included with the PS pump. The new reservoir O-ring must be lubricated with OE-specific PS fluid prior to installation. Also make sure that the control valve O-ring is in its exact groove position and is NOT covering the pressure bypass hole. 4. Bleed the PS system according to the procedures/recommendations in SI. Following these procedures and using the correct tools and fluids should help ensure that the new PS pump operates properly. Skipping steps may cost you time and trouble later. Disclaimer Page 4246 Electrical Symbols Part 2 Page 6366 Disclaimer Page 8847 Rear Door Exterior Handle: Service and Repair Door Handle Replacement Outside Handle and Lock Cylinder Replacement Removal Procedure 1. Raise the window to the full up position. 2. Remove the front door trim panel. 3. Remove the front door water deflector. 4. Remove the door outside handle rod (2) from the door lock actuator. 5. Remove the door lock cylinder rod from the front door lock cylinder (4). 6. Remove the door outside handle bolts (3). 7. Remove the door outside handle (1). 8. Remove the door inside locking rod from the door outside handle. Page 10275 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 7744 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 771 4. Refill the cooling system. Refer to Draining and Filling Cooling System in Cooling System. Page 961 Throttle Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 10130 Various symbols are used in order to describe different service operations. Page 7480 1. Center the repair unit over the injury as a reference and outline an area larger than the unit so that buffing will not remove the crayon marks. 2. Remove the repair unit. 3. DO NOT overlap previous or multiple repair units. 4. Consult your repair material supplier for proper repair unit selection. Buffing 1. To prevent contamination and preserve the outline, buff within the marked area thoroughly and evenly with a low speed buffing tool using a fine wire brush or gritted rasp. 2. Buff to a smooth velvet surface (RMA #1 or #2 buffed texture). 3. Use caution not to gouge the inner liner or expose casing fabric. 4. Remove any buffing dust with a vacuum cleaner. 5. Consult your repair material supplier for a proper buffing tool. Cementing Apply chemical cement according to the repair material manufacturer's procedures. Repair Unit Application Page 2462 7. Connect the heater outlet hose to the thermostat bypass pipe (2). 8. Connect the throttle body inlet and outlet hoses to the thermostat bypass pipe (1). 9. Connect the inlet hose at the thermostat housing. 10. Using the J38185, reposition and install the inlet hose clamp at the thermostat housing. 11. Install the spark plug wires at the left bank. 12. Install the air cleaner assembly. 13. Fill the cooling system. 14. Inspect for leaks. Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: Customer Interest Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Page 10193 Dimmer Switch: Service and Repair IP DIMMER SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Disable the SIR system. Refer to Disabling the SIR System in Restraint Systems. 2. Remove the Instrument Panel (IP) cluster trim plate from the IP carrier. 3. Disconnect the hazard warning switch electrical connector if required. 4. Disconnect the electrical connector from the dimmer switch (2). 5. With a small flat-bladed tool release the retaining tabs (1) for the dimmer switch (2). 6. From the front of the IP cluster trim plate push outward on the dimmer switch (2). This will remove the dimmer switch (2) from the IP cluster trim plate. INSTALLATION PROCEDURE 1. Align the dimmer switch (2) with the opening in the IP cluster trim plate. 2. Push inward on the dimmer switch (2) until fully seated into the IP cluster trim plate. 3. Connect the electrical connector to the dimmer switch (2). 4. Connect the hazard warning switch electrical connector if required. 5. Install the IP trim plate to the IP Carrier. 6. Enable the SIR system. Refer to Enabling the SIR System in Restraint Systems. Page 615 Locations View Page 3343 6. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 2948 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 782 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 5995 Disclaimer Page 5252 Spark Plug: Service and Repair Spark Plug Replacement REMOVAL PROCEDURE NOTE: Observe the following service precautions: ^ Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads. ^ Clean the spark plug recess area before removing the spark plug. Failure to do so can result in engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug. ^ Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either hotter or colder than those specified for the vehicle. Installing spark plugs of another type can severely damage the engine. 1. Turn OFF the ignition. 2. Remove the spark plug wires from the spark plugs. 3. Remove the spark plugs from the engine. INSTALLATION PROCEDURE NOTE: It is important to check the gap of all new and reconditioned spark plugs before installation. Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor engine performance and may even damage the engine. 1. Gap the spark plugs to the specifications. Refer to Ignition System Specifications. Page 6887 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Description and Operation Fuel Line Coupler: Description and Operation QUICK-CONNECT FITTINGS Quick-connect fittings provide a simplified means of installing and connecting fuel system components. The fittings consist of a unique female connector and a compatible male pipe end. O-rings, located inside the female connector, provide the fuel seal. Integral locking tabs inside the female connector hold the fittings together. Page 4027 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 6377 Brake Caliper: Service and Repair Brake Caliper Overhaul Brake Caliper Overhaul Removal Procedure 1. Remove the front brake caliper from the vehicle. 2. Remove the brake caliper piston from the caliper bore by, directing low pressure compressed air into the caliper bore through the fluid inlet hole. 3. Using a small wooden or plastic tool, remove the piston dust boot seal (2) from the seal counterbore in the caliper (1) and discard the boot seal. 4. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore and discard the piston seal. 5. Remove the bleeder valve (5) and cap (6) from the caliper (1). Important: Do not use abrasives to clean the brake caliper piston. 6. Clean the brake caliper, piston bore and seal counterbore, and the caliper piston with denatured alcohol, or equivalent. 7. Dry the caliper piston bore and counterbore, and the piston with non-lubricated, filtered air. 8. Inspect the caliper bore for cracks, scoring, pitting, excessive rust, and/or excessive corrosion. 9. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly. 10. If cracks, scoring, pitting, excessive rust, and/or excessive corrosion are present in the caliper bore, replace the caliper assembly. 11. Inspect the caliper piston for cracks, scoring, and/or damage to the chrome plating. Replace the caliper piston if any of these conditions exist. Installation Procedure Specifications Thermostat Bypass Hose: Specifications Thermostat Bypass Pipe-to-Front Cover Bolt ...................................................................................................................................... 11 Nm (98 inch lbs.) Thermostat Bypass Pipe-to-Throttle Body Nut ........................................................................................................................................ 25 Nm (18 ft. lbs.) Thermostat Bypass Pipe to Engine Front Cover Bolt ......................................................................................................................... 12 Nm (106 inch lbs.) Thermostat Bypass Pipe to Throttle Body Nut ..................................................................................................................................... 25 Nm (18 ft. lbs.) Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gage Fitting INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution and Fuel Gage Leak Caution in Service Precautions. NOTE: Clean all of the following areas before performing any disconnections in order to avoid possible contamination in the system: ^ The fuel pipe connections ^ The hose connections ^ The areas surrounding the connections IMPORTANT: Position the fuel pressure gage fitting to avoid contact with the belt. 1. Install the J 34730-1A with the J 34730-262 to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Refer to Fuel Storage Caution in Service Precautions. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool until all of the air is bled out of the gage. 6. Close the bleed valve on the fuel pressure gage. 7. Command the fuel pump ON with a scan tool. 8. Inspect for fuel leaks. REMOVAL PROCEDURE Page 9860 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 3367 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Diagram Information and Instructions Oil Pressure Sender: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 1789 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Page 2338 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. A/C - Window Defroster Contact/Tab Repair Information Heated Glass Element: Customer Interest A/C - Window Defroster Contact/Tab Repair Information INFORMATION Bulletin No.: 03-08-48-006H Date: April 11, 2011 Subject: Repair Information for Reconnection of Rear Window Defroster Contact or Tab Models: 2000-2012 GM Passenger Cars and Trucks 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X 2007-2010 Opel GT 2007-2008 Daewoo G2X Equipped With Electric Rear Window Defroster - RPO C49 Supercede: This bulletin is being revised to add the 2012 model year. Please discard Corporate Bulletin Number 03-08-48-006G (Section 08 - Body and Accessories). Repair Suggestions Soldering Defroster Contact Tabs In many cases the terminal tab will still be in the connector when you examine the vehicle. For Chevrolet Tahoe, Suburban, GMC Yukon, and Cadillac Escalade vehicles (with moveable glass), always replace the defroster tab (GM P/N 25916031) and the defroster electrical power connector (P/N 12034110). For all other vehicles, reconnect the original defroster tab. In most applications it is preferable to create a new solder connection to reattach a separated rear defroster tab. If you take note of the steps below, it is possible to create a new solder joint that is equal to, or stronger than, the original. The generic procedure below is not very time intensive, but does include minor preparation work to create a good bonding surface. Be sure to follow each of the steps, as combined they will produce the strongest bond possible. Please consider the following before attempting the repair: - Soldering introduces significant heat to the glass window of the vehicle. When performing the re-connection of the tab, use only the heat required to do the job. Pre-heat the soldering iron and have the solder in your other hand, ready to go, the moment you have enough heat to melt the solder. - If it is winter, bring the vehicle into the service garage and remove any snow from the back window area. Allow time for the glass to warm to the temperature inside the building. Soldering creates a "hot spot" in the glass. DO NOT solder on cold glass. Caution Heating the glass excessively, or repeatedly without time to cool, may result in glass breakage. ALWAYS wear safety glasses when performing this repair! - You MUST use a silver-bearing solder to make the connection. DO NOT attempt this repair with conventional tin/lead alloy solders. Silver bearing solder will adhere to the electrical buss bar, making a strong and lasting repair. - Protect surfaces under the area to be soldered. It is very easy to drip solder when performing this repair. Placing a shop towel under the soldering area is sufficient protection. Soldering Procedure 1. It is imperative to remove and replace the rear defroster electrical power connector by crimping a new connector to the feed wire. The proper connector P/N 12034110 can be found in the Packard Electrical Assortment, Tray 18, Position 5. - Insert Delphi pick 12094430 to depress the locking tab on the terminal. - Insert Delphi pick 12094429 to release the secondary lock tab. Important DO NOT re-use the existing defroster tab on new-style full-size utility vehicles with moveable glass. 2. Connect the electrical connector to the defroster tab. Fully engage the connector. An improperly seated connector may cause excessive resistance and impede the proper operation of the defroster. Add a small bead of solder to mate the electrical connector tab to the defroster tab. Page 1296 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 3241 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Specifications Differential Fluid - A/T: Specifications "Information not supplied by the manufacturer" OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 3264 3. Install the 2 TP sensor fasteners, using a thread-locking compound on the screws. Loctite(R) 262, GM P/N #1052624., or equivalent should be used. Tighten Tighten the TP sensor attaching screws to 2 N.m (18 lb in). 4. Connect the TP sensor electrical connector. 5. Install the air intake duct. Page 10423 Ambient Light Sensor Page 226 Engine Control Module: Locations The PCM is below the I/P, behind the LH hush panel. Page 2808 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3584 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 6811 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 6729 Negative: Service and Repair Battery Negative Cable Replacement REMOVAL PROCEDURE 1. Disconnect negative battery cable (2). 2. Remove bolt retaining negative cable to core support. 3. Remove tape holding positive cable and ground strap to negative cable. 4. Remove negative cable from retainers. 5. Raise vehicle. 6. Remove lower closeout panel. 7. Remove front transmission mount. 8. Remove nut retaining ground cable to bellhousing stud. 9. Remove ground cable. INSTALLATION PROCEDURE Page 8685 Body Control Module: Electrical Diagrams Body Control Module Schematics: Powers, Grounds, And Communication Page 2793 20. With the Tech 2(R), select Program. 21. After the download is complete, exit Service Programming. 22. Turn OFF the Off-Board Programming Adapter. Page 9442 Power Door Lock Switch: Service and Repair Power Door Lock Switch Replacement REMOVAL PROCEDURE 1. Remove the door handle bezel (3). 2. Release the retaining tabs for the power door lock switch (2) from the door handle bezel (3). 3. Disconnect the electrical connector (1) from the power door lock switch (2). INSTALLATION PROCEDURE 1. Install the power door lock switch (2) to the door handle bezel (3). 2. Connect the electrical connector (1) to the power door lock switch (2). 3. Install the door handle bezel. Page 452 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. 1-2 Shift Solenoid (SS) Valve Connector, Wiring Harness Side Page 4064 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Fuel System - No Start/Low Power/Hesitation Fuel Pump Pickup Filter: All Technical Service Bulletins Fuel System - No Start/Low Power/Hesitation Bulletin No.: 05-06-04-026A Date: April 27, 2005 TECHNICAL Subject: Vehicle Hesitates, No Start, Lack of Power, Low Fuel Pressure (Test Fuel Pressure and Replace Fuel Pump Module Strainer) Models: 2002-2003 Chevrolet Malibu 2002-2005 Chevrolet Cavalier 2004-2005 Chevrolet Classic 2002-2004 Oldsmobile Alero 2002-2005 Pontiac Grand Am, Sunfire Supercede: This bulletin is being revised to add a additional step to retest the fuel pressure after the strainer is replaced. Please discard Corporate Bulletin Number 05-06-04-026 (Section 06 - Engine). Condition Some customers may comment that the vehicle hesitates, does not start, and/or has lack of power. Cause The vehicle may have low fuel pressure caused by a restricted fuel pump strainer. The current fuel pump has a 100 micron strainer. Correction Follow the service procedure below to test fuel pressure and replace the fuel strainer with a 200 micron strainer. Caution: ^ Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. ^ Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. Note: Clean the fuel system service cap and surrounding area to avoid possible contamination in the system. Important: Verify that adequate fuel is in the fuel tank before proceeding with this diagnostic. 1. Turn OFF the ignition. 2. Turn OFF all accessories. 3. Install fuel pressure gauge, J 34730-1A, or equivalent. Important: ^ The fuel pump relay may need to be commanded ON a few times in order to obtain the highest possible fuel pressure. ^ DO NOT start the engine. 4. Command the fuel pump relay ON with a scan tool. Page 496 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 7971 Impact Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Air Bag Systems / Testing and Inspection. Page 295 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3293 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 1053 Mass Air Flow (MAF) Sensor Page 1189 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7743 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 6549 Disclaimer Page 8670 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Seals and Gaskets: All Technical Service Bulletins A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Bulletin No.: 04-07-30-023 Date: May 12, 2004 INFORMATION Subject: Oil Pump Assembly Seal and Transmission Case Change Models: 2002-2004 Cars and Light Duty Trucks with 4L60-E or 4L65-E Automatic Transmissions (RPOs M30, M32 or M33) An improved oil pump to case seal design has been made to the 4L60-E/4L65-E transmission. The new design affects the oil pump, the oil pump seal, the transmission pan bolts and the transmission case. The complete design was implemented in three phases. The first phase, beginning in September 2002, relocated the machining of the oil pump 0-ring seal groove in the pump body. The 0-ring seal groove moved 1.6 mm (0.62 in) inward on the pump body in order to place the sealing surface deeper into the case bore. The relocated pump body groove can be identified by measuring the groove location. Pump bodies that measure 2.3 mm (0.09 in) from the machined surface to the groove opening have the relocated 0-ring seal groove. Pump bodies that measure 3.9 mm (0.15 in) are prior to September 2002 design. Page 3689 6. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 5027 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 10009 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 5091 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 9974 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 10182 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 10413 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 10183 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 740 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 4430 5. Place the transmission control shifter assembly in the N (Neutral) notch in the detent plate. 6. Loosen the park/neutral position switch attaching bolts. 7. Rotate the switch on the shifter assembly in order to align the service adjustment hole with the carrier tang hole. 8. Insert a 2.34 mm (3/32 inch) maximum diameter gauge pin to a depth of 9.0 mm (9/64 inch). - Tighten the bolts to 24 Nm (18 ft. lbs.). Page 3558 Locations View Underhood Electrical Center or Junction Block Replacement Fuse Block: Service and Repair Underhood Electrical Center or Junction Block Replacement REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the air cleaner assembly. 3. Remove the nut retaining the positive battery cable lead to the underhood electrical center, then reposition the cable lead away from the electrical center. 4. Remove the electrical center cover. 5. Remove all of the fuses and the relays. 6. Reach under the front of the electrical center and press up on the relief in order to release the retainer tab. 7. While pressing up, slide the electrical center forward. Page 971 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 6255 For vehicles repaired under warranty, use the table. Disclaimer Page 6871 4. Connect the engine wiring harness connector to the junction block. NOTE: Refer to Fastener Notice in Cautions in Notices. 5. Install the bolts retaining the engine, IP, and forward lamp wiring harness connectors to the junction block. Tighten Tighten the electrical center junction block bolts to 7 N.m (62 lb in). 6. Connect the Instrument Panel (IP) wiring harness individual connectors to the junction block. Page 7218 Locations View Page 2887 Camshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 3129 3. Install the 2 TP sensor fasteners, using a thread-locking compound on the screws. Loctite(R) 262, GM P/N #1052624., or equivalent should be used. Tighten Tighten the TP sensor attaching screws to 2 N.m (18 lb in). 4. Connect the TP sensor electrical connector. 5. Install the air intake duct. Page 9019 1. Install the following components on the front suspension crossmember if removed: ^ The lower control arms ^ The power steering gear ^ The front transmission mount ^ The rear transmission mount ^ The stabilizer shaft ^ The lower radiator mounting panel 2. Lower the vehicle on to the front suspension crossmember (3). 3. Install the front suspension crossmember to body bolts (2). Hand tighten the bolts. 4. Install the front suspension crossmember rear bolts (1). Hand tighten the bolts. 5. Install the front suspension crossmember front bolts (4). Hand tighten the bolts. Notice: Refer to Fastener Notice in Service Precautions. ^ Tighten the front suspension crossmember bolts in the following order: 5.1. Tighten the front suspension crossmember rear bolts (1) to 245 Nm (180 ft. lbs.) plus 180 degrees rotation. 5.2. Tighten the front suspension crossmember bolts (4) to 110 Nm (81 ft. lbs.). 5.3. Tighten the front suspension crossmember to body bolts (2) to 82 Nm (61 ft. lbs.). 6. Raise the vehicle and support with jack stands. Refer to Vehicle Lifting. 7. Install the brake lines to the retainers on the front suspension crossmember (3). 8. Install the rear transmission mount bracket bolts. 9. Install the front transmission mount bracket bolts. 10. Install the power steering lines to the steering gear. 11. Install the bolt from the steering gear to intermediate shaft. 12. Install the tie rod ends to the steering knuckles. 13. Install the brake modulator assembly to the front suspension crossmember. 14. Install the lower ball joints to the steering knuckles. 15. Connect the ABS sensor to the wheel speed sensor and front suspension crossmember. 16. Install the splash shields. 17. Install the tire and wheel assemblies. 18. Remove the engine support fixture. 19. Bleed the power steering system. Page 1187 Electrical Symbols Part 4 Diagram Information and Instructions Starter Motor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 2255 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 3282 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 10850 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 4764 9. Remove the fuel filler pipe. INSTALLATION PROCEDURE 1. Install the fuel filler pipe. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the fuel filler pipe attaching screw to the under body. Tighten The fuel filler pipe attaching screw to 10 N.m (89 lb in). Page 4391 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 9856 Oil Pressure Sender: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 1142 Crankshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 7831 8. Inspect the expansion orifice tube for the following conditions and clean or replace with a new tube as indicated: ^ Broken plastic frame; replace tube ^ Filter screen (1,2) torn, damaged or plugged with fine gritty material; replace tube ^ Brass orifice tube (3) damaged or plugged; replace tube ^ Filter screen (1) coated with metal chips, flakes, or slivers; coating may be removed with low pressure shop air and reused if cleaned satisfactorily If reusing the orifice tube, install a new O-ring (4) INSTALLATION PROCEDURE 1. Lightly coat the new orifice tube O-ring seal (4) with mineral base 525 viscosity refrigerant oil. 2. Remove the cap or tape from the evaporator line. 3. Using J 26549-E, CAREFULLY grasp the edge of the expansion orifice tube (long filter screen (1) inlet side of tube). 4. Insert the orifice tube into the evaporator line, beginning with the short filter screen (2) outlet side. 5. Remove the cap or tape from the condenser line. 6. Using a lint-free clean, dry cloth, carefully clean the sealing surfaces of the line fittings. Page 7839 Heater Core: Service and Repair HEATER CORE REPLACEMENT REMOVAL PROCEDURE 1. Remove the HVAC module assembly. See: Housing Assembly HVAC/Service and Repair 2. Remove the heater core case cover. 3. Remove the heater core bracket and screw. 4. Remove the heater core. INSTALLATION PROCEDURE 1. Install the heater core to the HVAC module assembly. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the heater core bracket and screw. Tighten Tighten the bracket screw to 1 N.m (9 lb in). 3. Install the heater core case cover. 4. Install the heater core case cover screws. Tighten Tighten the cover screws to 1 N.m (9 lb in). Page 2532 Temperature Gauge: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Locations Locations View Page 10274 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gage Fitting INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution and Fuel Gage Leak Caution in Service Precautions. NOTE: Clean all of the following areas before performing any disconnections in order to avoid possible contamination in the system: ^ The fuel pipe connections ^ The hose connections ^ The areas surrounding the connections IMPORTANT: Position the fuel pressure gage fitting to avoid contact with the belt. 1. Install the J 34730-1A with the J 34730-262 to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Refer to Fuel Storage Caution in Service Precautions. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool until all of the air is bled out of the gage. 6. Close the bleed valve on the fuel pressure gage. 7. Command the fuel pump ON with a scan tool. 8. Inspect for fuel leaks. REMOVAL PROCEDURE Page 5190 Various symbols are used in order to describe different service operations. Page 7269 Steering Wheel: Description and Operation STEERING WHEEL AND COLUMN The steering wheel and column are designed to absorb energy when driver contact is made with the steering wheel or inflated air bag. In a frontal collision the driver may contact the steering wheel directly or load the steering wheel and column through the inflated air bag. When the driver applies load to the air bag or steering wheel the column will compress downward absorbing some of the impact, helping to reduce bodily injuries to the driver. The steering wheel and column must be inspected for damage after a collision. Page 822 Fuel Tank Pressure (FTP) Sensor Page 4891 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 6762 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 3324 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 10322 Equivalents - Decimal And Metric Part 1 Diagram Information and Instructions Fuel Injector: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 10287 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Powertrain Control Module (PCM) Replacement Engine Control Module: Service and Repair Powertrain Control Module (PCM) Replacement REMOVAL PROCEDURE NOTE: In order to prevent internal damage to the PCM, the ignition must be OFF when disconnecting or reconnecting the PCM connector. Service should normally consist of either replacement of the powertrain control module (PCM) or electrically erasable programmable read-only memory (EEPROM) re-programming. If the diagnostic procedures call for the PCM to be replaced, the PCM should be inspected first in order to verify the PCM is the correct part. DTC P0602 indicates the EEPROM programming has malfunctioned. When DTC P0602 is set, re-program the EEPROM. CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Remove the left hush panel. 3. Loosen the PCM connector screws (1). NOTE: Do not touch the PCM connector pins or soldered components on the circuit board in order to prevent possible electrostatic discharge (ESD) damage. Do not remove the integrated circuit boards from the carrier. 4. Disconnect the PCM electrical connectors. 5. Depress the PCM retaining tabs. Instrument Panel - Rattle/Itching Noise Body Control Module: Customer Interest Instrument Panel - Rattle/Itching Noise File In Section: 08 - Body and Accessories Bulletin No.: 02-08-49-002 Date: May, 2002 TECHNICAL Subject: Dash Rattle/Itching Noise From Instrument Panel/Glove Box Area While Driving (Reposition Body Control Module (BCM) Bracket and Insulate Blower Motor Bolt Washer) Models: 2002 Chevrolet Malibu 2002 Oldsmobile Alero 2002 Pontiac Grand Am Built Prior to VIN Breakpoints 2C535843 or 2M137264 Condition Some customers may comment on a dash rattle/itching type noise from the instrument panel/glove box area while driving. Cause This condition may be caused by the BCM mounting bracket contacting the bolt head washer of the blower motor mounting bolts. Correction To correct this condition, follow the service procedure below: 1. Remove the screws retaining the instrument panel right side closeout/insulator panel. 2. Remove the instrument panel closeout/insulator panel. 3. Slide the BCM out of the BCM bracket. 4. Inspect for a contact point between the BCM bracket (2) and the blower motor screw head washer (1). 5. Reposition the BCM bracket (2) approximately 5 mm (0.2 in) down by pulling down on the BCM bracket (2) near the contact point. 6. Install one Electrical Moisture Sealant Patch, 3M(R) P/N 054007-06149 or equivalent, on the blower motor between the BCM bracket (2) and the blower motor screw head washer (1). 7. Reinstall the BCM into the BCM bracket (2). 8. Install the instrument panel right side closeout/insulator panel. Page 873 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Case: All Technical Service Bulletins A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Incorrect Transmission Shifts, Poor Engine Performance, Harsh 1-2 Upshifts, Slips 1st and Reverse, Torque Converter Clutch (TCC) Stuck Off/On, DTCs P0757, P0741, P0742, P0730, P0756 # 02-07-30-013E - (May 20, 2005) Models: 2001-2005 GM Passenger Cars with 4T65-E Automatic Transmission 2001-2005 Buick Rendezvous 2005 Buick Terraza 2001-2004 Chevrolet Venture 2005 Chevrolet Uplander 2001-2004 Oldsmobile Silhouette 2001-2005 Pontiac Aztek, Montana 2005 Saturn Relay with 4T65-F Transmission (RPOs M15, MN3, MN7, M76) This bulletin is being revised to include additional diagnostic information and clarify model usage. Please discard Corporate Bulletin Number 02-07-30-013D (Section 07 -- Transmission/Transaxle). Condition Some owners may comment on any one or more of the following conditions: ^ The SES lamp is illuminated. ^ The transmission slips. ^ The transmission does not shift correctly, is very difficult to get the vehicle to start moving or the engine lacks the power to move the vehicle. ^ Poor engine performance. Cause The most likely cause of the various conditions may be chips or debris: ^ All years--Pressure Reg. Valve (Bore 1) or Torque Signal Valve (Bore 4) stuck ^ On 2001-2002 vehicles, a plugged orifice on the case side of the spacer plate. ^ ON 2003-2005 vehicles, restricted movement of the 2-3 shift valves in the valve body. ^ On 2003-2005 vehicles, restricted movement of the 3-4 shift valves in the valve body. Technician Diagnosis and Correction ^ The technician's road test reveals the vehicle launches in third or fourth gear (high RPM with slow vehicle acceleration). ^ On 2001-2002 vehicles, a DTC P0756 or P0757 may be stored. ^ On 2003-2005 vehicles, a DTC P0730, P0741, P0748 or P0757 may be stored. ^ Refer to the appropriate Service Information (SI) for additional Diagnostic Assistance. ^ With a Tech 2(R) connected to the vehicle, road test the vehicle and perform the following steps: If the above symptoms are present proceed with the following steps. 1. With the valve body removed and on a workbench, carefully push the valve against spring pressure to check if the valve will snap back to the original position. Or for the valves seated in home position, use a small flat-bladed screwdriver and carefully pry the valve off its seat, quickly remove the screwdriver allowing the valve to return to its seat. If the valve does not snap back unencumbered, then the valve will need to be removed from the valve body. Specifications Valve Clearance: Specifications The manufacturer indicates that this vehicle has hydraulic lifters or adjusters and therefore does not require adjustment. Page 6728 Connect the battery negative cable to the battery. Tighten Tighten the battery negative terminal bolt to 16 N.m (12 lb ft). Page 4560 Equivalents - Decimal And Metric Part 1 Page 10301 Hi-Beam Indicator Lamp: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 861 Electrical Symbols Part 1 Page 459 Oil Pressure Sender: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Remove the battery negative cable from the battery. 2. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 3. Remove the electrical connector from the engine oil pressure sensor. 4. Remove the engine oil pressure switch. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the engine oil pressure switch. Tighten the switch to 16 Nm (12 ft. lbs.). 2. Install the electrical connector to the engine oil pressure switch. 3. Lower the vehicle. 4. Install the battery negative cable to the battery. Engine Controls - SES Lamp ON/TCC Inoperative Torque Converter Clutch: Customer Interest Engine Controls - SES Lamp ON/TCC Inoperative File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-021 Date: May, 2002 TECHNICAL Subject: SES Lamp Illuminated, DTC P0741 - TCC Stuck Off (Reprogram the PCM) Models: 2002 Chevrolet Malibu with 3.1L Engine (VIN J - RPO LG8) and 4T40-E Transaxle Built between SOP and VIN Breakpoint 2M665370 Condition Some customers may comment that the Service Engine Soon lamp is illuminated. The torque converter clutch is no longer operational. The engine speed seems to be higher than normal when driving at highway speeds. Diagnostic Tip The technicians may find DTC P0741 stored, (TCC stuck off). Correction Reprogram the PCM with the new service calibration available from Techline in March, 2002 on the TIS 2000 version 22.003 or newer. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 9246 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 4123 Crankshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 4379 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 3733 Engine Control Module: Connector Views PCM Connector C1 Part 1 Page 3093 Locations View Page 1081 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 5923 1. Transfer the rear upper mount to the new mount. 2. Position the mount and start the rear upper bolt into the threads. 3. Install the remaining 3 bolts. Notice: Refer to Fastener Notice in Service Precaution. 4. Tighten all 4 of the mount bolts. - Tighten the bolts to 66 Nm (49 ft. lbs.). 5. Install the mount thru bolt. - Tighten the mount thru bolt to 55 Nm (41 ft. lbs.). 6. Remove the jackstand and the wood block. 7. Install the left splash shield. 8. Install the left tire and wheel assembly. 9. Lower the vehicle. Page 4613 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Rear Door Window Belt Inner Sealing Strip Replacement Rear Door Window Glass Weatherstrip: Service and Repair Rear Door Window Belt Inner Sealing Strip Replacement Sealing Strip Replacement - Rear Door Window Belt Inner Removal Procedure 1. Remove the rear door trim panel. 2. Pull upward on the inner belt sealing strip (1) in order to disengage it from the door flange. 3. Remove the rear door inner belt sealing strip from the door. Installation Procedure 1. Position the rear door inner belt sealing strip (1) to the rear door. 2. Push downward on the inner belt sealing strip (1) in order to engage it to the door flange. 3. Install the rear door trim panel. Page 9330 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 924 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 9021 1. Position the rear suspension support on the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear suspension support mounting bolts (5,8,10,11). ^ Tighten the suspension support mounting bolts to 120 Nm (89 ft. lbs.). 3. Install the wheel speed sensor wiring harness to the rear support. 4. Install the bolt to the vapor canister. 5. Install the lateral links. 6. Install the ABS electrical harness to the lateral links. 7. Connect the electrical connectors to the wheel speed sensors. 8. Install the stabilizer shaft. 9. Install the parking brake cables to the rear support. 10. Install the tire and wheel assemblies. 11. Lower the vehicle. 12. Measure the rear wheel alignment. Page 3990 Various symbols are used in order to describe different service operations. Page 4723 11. Install the new strainer from kit, P/N 88967293, as shown above until you hear a positive click sound. 12. Double check that the strainer is installed properly and there is no damage to the pot before reinstalling the fuel module. Important: DO NOT reuse the old fuel pump module seal. 13. Remove the old fuel pump module seal from the fuel module. Important: The strainer kit, P/N 88967293, includes two new seals. It is critical that the same design seal be reinstalled that was removed. 14. Install the same design seal from kit, P/N 88967293, that was removed from the fuel pump module. 15. Reinstall the fuel pump module into the fuel tank. Refer to Fuel Pump Module Replacement in SI. Use the appropriate SI Document depending on Page 6123 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 5111 Knock Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 593 2. Remove the AIR BAG fuse from the panel. 3. Remove the three screws attaching the lower steering column cover to the steering column. 4. Remove the upper steering column cover. 5. Remove the two screws that attach the IP cluster bezel to the IP. 6. Using a small flat-blade screwdriver, gently pry out and remove the IP cluster trim plate from the IP. 7. Disconnect the electrical connectors from the other switches in the trim plate. 8. Disconnect the electrical connector from the hazard warning switch. 9. Using a small flat-blade screwdriver, carefully push in on the tabs to release the hazard warning switch from the IP cluster trim plate. 10. Remove the hazard warning switch by pushing in an outward motion on the switch while holding onto the IP cluster trim plate. 11. Install the new hazard warning switch by pushing in an inward motion on the switch while holding onto the IP cluster trim plate. Push inward on the switch until it is fully seated into the IP cluster trim plate. Page 7237 1. Position the power steering gear (1) on the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the mounting power steering gear bolts (2) to the frame (3). ^ Tighten the mounting bolts to 110 Nm (81 ft. lbs.). 3. Install the power steering hoses to the steering gear. 4. Install the stabilizer shaft. 5. Install the intermediate shaft lower pinch bolt to the power steering gear (2). ^ Tighten the bolt to 20 Nm (15 ft. lbs.). 6. Install the tie rod ends to the steering knuckle. 7. Install the stabilizer shaft links to the control arms. 8. Install the tires and wheels. 9. Lower the vehicle. 10. Bleed the air from the power steering system. 1. Align the front wheels. Page 5623 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Service and Repair Front Steering Knuckle: Service and Repair Steering Knuckle Replacement Removal Procedure 1. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 2. Remove the brake caliper. 3. Remove the wheel drive shaft. 4. Remove the bolts (6) and nuts (2) attaching the steering knuckle (3) to the strut (1). 5. Remove the steering knuckle from the vehicle. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the steering knuckle (3) into the strut flange and install the steering knuckle bolts (6) and nuts (2). ^ Tighten the nuts (2) to 180 Nm (133 ft. lbs.). 2. Install the wheel drive shaft. 3. Install the brake caliper. 4. Check the front wheel alignment. Page 778 Electrical Symbols Part 3 A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set Wiring Harness: All Technical Service Bulletins A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set Bulletin No.: 02-07-30-022B Date: October 20, 2003 TECHNICAL Subject: Service Engine Soon (SES) Light On With DTCs P0716 and/or P0717, P0730, P0753, P0758, P1860, P1887, or other Miscellaneous Transmission Trouble Codes Set (Repair Wiring at Transaxle Wiring Pass-thru Connector) Models: 2000-2004 Buick Century, LeSabre, Park Avenue, Regal 2003-2004 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2004 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2004 Chevrolet Classic 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Aurora 2000-2004 Oldsmobile Alero, Silhouette 2000-2004 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2004 Pontiac Aztek 2000 Toyota Cavalier with 4T65-E, 4T40-E or 4T45-E Transaxle (RPOs MN3, MN7, M15, M76, MN4, MN5) Supercede: This bulletin is being revised to add the 2004 model year as well as the Chevrolet Classic model. Please discard Corporate Bulletin Number 02-07-30-022A (Section 07-Transmission/Transaxle). Condition Some customers may comment that the Service Engine Soon (SES) indicator is illuminated and that while the light is illuminated, transmission shifts are extremely harsh. Cause These types of conditions may be caused by an intermittent connection at the transaxle 20-way connector to the wiring harness interface. Correction If a DTC was recorded and the Freeze Frame and Failure Records back it up, a problem existed at one time with the wiring and/or the connectors between the transaxle and the PCM. Therefore, a thorough inspection and/or repair of the wiring harness at the transaxle 20-way connector for one or more of the following conditions may be warranted. ^ The wiring harness is stretched too tightly or other components are pressing on the connector body itself causing a downward pressure on the connector body and possible intermittent contact of the wiring terminals. Ensure proper clearance to any other components and wiring (i.e. hoses, battery cables, etc.). ^ The terminals are not fully seated into the cavity of the connector body. ^ The male terminals in the transaxle portion of the connector may be in the wrong position (i.e. bent). ^ The female terminals may be loose and are not making proper contact. Check the tension with the proper terminal tester from the GM Terminal Test Kit J 35616-A or J 35616-92. If the tension is low, replace the terminal. Do not try to re-form the terminal. ^ The crimp of the terminal to the wire may not be satisfactory (i.e. loose, over insulation, etc.). ^ The wiring connector is not properly seated and locked in position. Ensure proper seating of the connector into the transaxle and that the connector is properly locked in place. Warranty Information Page 2537 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 10237 For vehicles repaired under the terms of this special policy, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special policy condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12 for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs for the special policy condition are to be submitted prior to or by January 31, 2006 for 1999-2000 vehicles and May 31, 2007 for 2001-2002 vehicles. Repairs must have occurred within 10 years of the date the vehicle was originally placed in service, or 150,000 km (240,000 km), whichever occurs first. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductible), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Disclaimer Service Procedure The following procedure provides instructions for replacing the hazard warning switch located in the instrument panel (I/P). For additional information, refer to the Lighting subsection in the Body and Accessories section of the appropriate Service Manual or SI. Malibu 1. Remove the cover from the left side instrument panel (I/P) wiring harness junction block access panel. Page 11092 Equivalents - Decimal And Metric Part 1 Page 648 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Specifications Water Pump: Specifications Water Pump Bolt ................................................................................................................................. .................................................. 10 Nm (89 inch lbs.) Water Pump Pulley Bolt .................................. ......................................................................................................................................... 25 Nm (18 ft. lbs.) Locations EGR Valve: Locations Locations View Page 2368 7. Remove timing chain dampener. Important: If the sprocket does not remove easily, lightly knock the lower edge of the sprocket using a plastic mallet in order to dislodge the sprocket. 8. Remove the crankshaft sprocket using the J 5825-A. Installation Procedure 1. Install the crankshaft sprocket using the J 38612. 2. Apply prelude GM P/N 1052365 or an equivalent to the crankshaft sprocket thrust surface. Page 3860 Oxygen Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Brake Pads Replacement Brake Pad: Service and Repair Brake Pads Replacement Brake Pads Replacement Removal Procedure 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum full point and the minimum allowable level, then no brake fluid needs to be removed from reservoir before proceeding. If the brake fluid level is higher than midway between the maximum full point and the minimum allowable level, then remove brake fluid to the midway point before proceeding. 3. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 4. Remove the tire and wheel assembly. 5. Hand tighten 2 wheel lug nuts to retain the rotor to the hub. 6. Remove the brake caliper. 7. Remove the brake pads from the caliper bracket. 8. Remove the retainer slides from the caliper bracket. Page 2829 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 776 Electrical Symbols Part 1 Page 10106 Electrical Symbols Part 4 Page 10465 Involved are certain 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass built within the VIN breakpoints shown. A/T - 4T65E Fluid Leaking From A/T Vent Seals and Gaskets: All Technical Service Bulletins A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Page 4658 5. Install the pressure regulator to fuel rail. Tighten Tighten the engine fuel return pipe nut to 17 N.m (13 lb ft). 6. Connect the fuel pressure regulator vacuum line. 7. Install the pressure regulator attaching screw. Tighten Tighten the fuel pressure regulator attaching screw to 8.5 N.m (76 lb in). 8. Inspect and verify that the retainer and spacer bracket is engaged in the slots in fuel rail. Grasp and pull on the regulator to ensure that the regulator is properly seated. 9. Inspect for fuel leaks. 9.1. Turn ON the ignition for 2 seconds. 9.2. Turn OFF the ignition for 10 seconds. 9.3. Turn ON the ignition. 9.4. Inspect for fuel leaks. Audio - Inadvertent Steering Wheel Button Activation Remote Switch: Technical Service Bulletins Audio - Inadvertent Steering Wheel Button Activation INFORMATION Bulletin No.: 08-08-44-028 Date: August 28, 2008 Subject: Information On Inadvertent Steering Wheel Control (SWC) Button Press Causing Radio Anomalies Models: 2009 and Prior GM Passenger Cars and Trucks (Including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X All Vehicles with Steering Wheel Controls This bulletin is being issued to provide a recommendation for vehicles with a customer concern of the radio station tuning changing by itself, volume changing by itself, radio changing by itself, or radio muting or going silent when driving and turning the steering wheel. The switches on the right hand side of the steering wheel are easily pressed and may inadvertently be pressed when turning the steering wheel. These concerns may be affected by the location of the steering wheel controls. Recommendation Do Not Replace The Radio 1. Please determine that the switch controls on the steering wheel are functioning correctly. 2. Ask the customer if their hand was in close proximity to the steering wheel controls when the condition happened. Explain to the customer that bumping the controls would have caused this undesired action. Explain to the customer the proper use and function of the steering wheel controls. Disclaimer Page 6090 The old style nut shown is black and has a sheet metal cage around the nut. Parts Information Parts are currently available from GMSPO. Disclaimer Page 7053 Multiple Junction Connector: Diagrams C300 - C306 C300 Page 3335 Conversion - English/Metric Page 1678 7. Connect the retainers for the electrical cable at the rear of the electrical center. 8. Install the box retainers by the electrical cables. 9. Close the lower cover of the electrical center. 10. Turn the electrical center right side up. 11. Attach the box retainer next to the electrical cables. 12. Connect the electrical cable retainers at the rear of the electrical center. Page 2747 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Body - Water Leaks to Interior/Trunk Sunroof / Moonroof Drain: Customer Interest Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 2118 A/C Compressor - Lower RH Front Of Engine (3100 LG8) Page 10402 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 2792 19. Identify what type of programming that you are performing. ^ Normal - This type of programming is for updating an existing calibration or programming a new controller. ^ Vehicle Configuration Index (VCI) - This selection is used if the vehicle VIN is unavailable or not recognized by the Techline terminal Observe, you will need to contact the Techline Customer Support center to use this option. ^ Reconfigure - This is to reconfigure a vehicle, such as tire size and axle ratio changes. 20. Select the appropriate calibration file. 21. Ensure all connections are secure. 22. Select Reprog to initiate the download of the new calibration to the Tech 2. 23. After the download is complete, turn OFF the Tech 2. 24. Disconnect the Tech 2 from the Techline terminal. 25. Install the Tech 2 to the data link connector (DLC). 26. Turn ON the Tech 2. 27. Turn ON the ignition, with the engine OFF. 28. Select Service Programming. IMPORTANT: DO NOT turn OFF the ignition if the programming procedure is interrupted or unsuccessful. Ensure that all the PCM and DLC connections are secure and the Techline operating software is up to date. Attempt to reprogram the control module. If the control module cannot be programmed, replace the control module. 29. Select Program. 30. After the download is complete EXIT Service Programming. 31. Turn OFF the ignition for 30 seconds. 32. Turn OFF the Tech 2. 33. If a control module is replaced the following service procedures must be performed: ^ CKP System Variation Learn Procedure. ^ Inspection/Maintenance (I/M) Complete System Set Procedure ^ Programming Theft Deterrent System Components ^ GM Oil Life System - Resetting Programming Verification 1. With a scan tool, clear the DTCs. 2. Attempt to start the engine. 3. Repeat the Service Programming procedure if the engine does not start or operates poorly. Perform the following procedures before programming the PCM: ^ Ensure the control module and DLC connections are OK. ^ Ensure the Techline operating software is up to date. ^ Ensure the calibration part number is correct for the vehicle. 4. Attempt to program the control module. If the control module still cannot be programmed properly, replace the control module. Off-Board Programming 1. Obtain the VIN of the vehicle for which the control module is being programmed. 2. With the Techline(R) terminal, select Service Programming. 3. Select Tech 2(R), Reprogram ECU, and Off-Board Programming Adapter as the ECU location. 4. Connect the control module, Off-Board Programming Adapter, and the Tech 2(R) as described on the Techline(R)(TM) terminal. Ensure you use the correct harness connector from the Off-Board Programming Adapter kit. 5. With the Tech 2(R), select Service Programming Request Information function. The Tech 2(R) communicates with the control module and receives the access code. 6. With the Tech 2(R)(TM), exit the Service Programming Request Information. 7. Disconnect the Tech 2(R) from the Off-Board Programming Adapter. 8. Connect the Tech 2(R) to the Techline(R) terminal. 9. Turn ON the Tech 2(R). 10. With the Techline(R) terminal, enter the VIN of the vehicle that will be receiving the control module. 11. The Techline(R) terminal will display the message, attaching to database. 12. Identify what type of programming that you are performing. 13. Select the appropriate calibration file. 14. Ensure all connections are secure. 15. The Techline(R) terminal displays a summary screen that summarizes your selections. After confirming you choices, the Techline(R) terminal automatically loads the calibration files to the Tech 2(TM). 16. After the download is complete, turn OFF the Tech 2(R). 17. Disconnect the Tech 2(R) from the Techline(R) terminal. 18. Connect the Tech 2(R) to the Off-Board Programming Adapter. 19. With the Tech 2(R), select Service Programming. IMPORTANT: DO NOT turn OFF the Off-Board Programming Adapter if the programming procedure is interrupted or unsuccessful. Ensure the control module and the Off-Board Programming Adapter connections are secure and the Techline(R) operating software is up to date. Attempt to reprogram the control module. If the control module cannot be programmed, replace the control module. Page 2179 1. If removed, install the thermostat. 2. If removed, install the water outlet. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the water outlet bolts. Tighten the water outlet bolts to 25 Nm (18 ft. lbs.). 4. If removed, install the ECT sensor. Tighten the ECT sensor to 23 Nm (17 ft. lbs.). Page 9272 6. Disconnect the rear sunroof drain hose from the rear sunroof drain port. 7. Release the rear sunroof drain hose from the retaining clips along the rear pillar. 8. Remove the rear sunroof drain hose through the rear compartment access hole, located between the seat belt retractor and the rear window. Installation Procedure 1. Route the rear sunroof drain hose through the rear compartment access hole. 2. Press the drain hose into the retaining clip along the rear pillar. Page 846 Disclaimer Page 11090 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 2439 ^ Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4). ^ Inspect for evidence of improper arcing. Measure the gap between the center electrode (4) and the side electrode (3) terminals. Refer to Ignition System Specifications. An excessively wide electrode gap can prevent correct spark plug operation. - Inspect for the correct spark plug torque. Refer to Ignition System Specifications. Insufficient torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator (2) to crack. - Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4). - Inspect for a broken or worn side electrode (3). - Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug. ^ A rattling sound indicates internal damage. ^ A loose center electrode (4) reduces the spark intensity. - Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap. - Inspect for worn or missing platinum pads on the electrodes (3, 4), if equipped. - Inspect for excessive fouling. ^ Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the spark plug not to seat correctly during installation. SPARK PLUG VISUAL INSPECTION ^ Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives. ^ Carbon Fouled-Dry, fluffy black carbon, or soot caused by the following conditions: Rich fuel mixtures ^ Leaking fuel injectors ^ Excessive fuel pressure ^ Restricted air filter element Page 1319 Window Switch - Driver, C2 Page 798 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. A/T - Pressure Control Solenoid Replacement Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid Replacement File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-048 Date: November, 2002 INFORMATION Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E Transaxle/Transmission Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes MN4, MN5, M13, M15, MN3, MN7 or M76 The pressure control solenoid in the above transaxles has changed for the 2003 models. Important: While the physical dimensions will allow usage of the new solenoid in past model transaxles or usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging of the pressure control solenoids will result in improper shift characteristics, customer dissatisfaction, and needed repeat repairs. When replacing a pressure control solenoid, be sure to use the correct part number. Page 3082 Various symbols are used in order to describe different service operations. Navigation System - Software/DVD Update Program Navigation System: All Technical Service Bulletins Navigation System - Software/DVD Update Program INFORMATION Bulletin No.: 06-08-44-012E Date: April 20, 2010 Subject: DVD Navigation Update Program, Navigation Disc Diagnostic Aid, AVN Software Update Discs and Ordering Information Models: 2002-2010 GM Passenger Cars and Trucks (including Saturn) 2004-2010 HUMMER H2, H3 2005-2009 Saab 9-7X Attention: Please direct this information to your Sales Consultants, Service Consultants, Parts Personnel and Used Car Department. This bulletin ONLY applies to North American dealers/retailers. Supercede: This bulletin is being revised to include the 2010 model year and update the usage table. Please discard Corporate Bulletin Number 06-08-44-012D (Section 08 - Body and Accessories). DVD Navigation Update Program The data on the DVD map disc ages at a rate of 15-20% per year. As the data ages, the functionality of the navigation system declines. Offering GM customers new navigation DVDs will ensure that the customers have the latest information for their system. General Motors offered a Navigation Disc Update Program for 2006 and 2007 model year vehicles. This program concluded on December 31, 2009. The DVD Navigation Update Program policy has changed and customers are no longer eligible for free annual updates, however, a navigation DVD update disc can be purchased for $199 (USD) + shipping. If the navigation disc is needed for a warranty situation, the disc can be purchased for $120 (USD). The dealer must provide a VIN and RO# to qualify for the reduced price. The dealer must call the GM Navigation Disc Center, as this option is not available on the website. The GM Navigation Disc Center launched on March 15, 2006. There are two ways to obtain an updated disc: - Via the web through gmnavdisc.com - GM Navigation Disc Center Navigation Disc Diagnostic Aid The following table can be used to identify acceptable discs for testing the navigation unit's map drive functionality. This should only be used to verify the map drive's ability to read the map disc properly and to determine if there is an issue with the unit's map drive or the disc. Some functions, such as voice recognition, may not work properly with some of the discs in the list. If the disc is found to be defective always contact the GM Navigation Disc Center to obtain the most recent disc for the vehicle. AVN Software Update Discs Technical Service Bulletins are sometimes generated to address specific navigation radio operational or performance issues. When a navigation radio bulletin is issued, it may contain instructions to utilize an advanced vehicle navigation (AVN) software update with a specific part number. GM dealers must order advanced vehicle navigation (AVN) software update discs as directed in the specific bulletin. AVN software update discs are for the dealer to update the navigation radio software only. They do NOT update or replace the navigation map disc that is supplied with the vehicle. Please order these parts only as needed. There is a limited supply of these discs available. Do not order these discs for stock. AVN software update discs can be used to reprogram more than one vehicle. The first update disc for each P/N is free. Subsequent copies of the same P/N for the same dealer will cost $50 (USD). To obtain an AVN software update disc, follow the specific ordering information provided in the bulletin. Page 1069 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 3922 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 2932 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1171 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (7X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Remove the right tire and wheel. 4. Turn steering wheel fully to the left. 5. Disconnect the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from engine. 8. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install the sensor to the block. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor attaching bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the sensor electrical connector. 5. Install the right tire and wheel. Page 10007 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2125 Oil Pressure Sender: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 2847 Electrical Symbols Part 1 Page 4563 Conversion - English/Metric Page 9036 After installing floor mats, make certain they cannot move and do not interfere with the accelerator or brake pedals. Disclaimer Page 9094 Trim Panel Replacement - Rear Window Shelf Removal Procedure 1. Remove the rear seat back if equipped with stationary rear seat back. 2. Remove the rear seat back bolsters if equipped with split/folding rear seat back. 3. Remove the rear quarter upper trim panels. 4. Remove the retainers (3) from the rear window self. 5. Remove the rear shoulder belts through the T slots in the rear self trim panel. 6. Remove the rear self trim panel (1) from the vehicle. Installation Procedure 1. Install the rear window panel trim (1) into the vehicle. 2. Insert the rear shoulder seat belts through the T slots in the rear self trim panel. 3. Install the retainers (3) to the rear self trim panel. 4. Install the quarter upper trim panels. 5. Install the rear seat back bolsters if equipped with split/folding rear seat back. 6. Install the rear seat back if equipped with stationary rear seat back. Trim Panel Replacement - Upper Center Pillar Trim Panel Replacement - Upper Center Pillar Removal Procedure 1. Remove the center pillar lower trim panel. 2. Remove the front seat shoulder belt guide cover. 3. Remove the front seat shoulder belt guide bolt. Page 3575 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Engine Controls - SES Lamp ON/TCC Inoperative Torque Converter Clutch: All Technical Service Bulletins Engine Controls - SES Lamp ON/TCC Inoperative File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-021 Date: May, 2002 TECHNICAL Subject: SES Lamp Illuminated, DTC P0741 - TCC Stuck Off (Reprogram the PCM) Models: 2002 Chevrolet Malibu with 3.1L Engine (VIN J - RPO LG8) and 4T40-E Transaxle Built between SOP and VIN Breakpoint 2M665370 Condition Some customers may comment that the Service Engine Soon lamp is illuminated. The torque converter clutch is no longer operational. The engine speed seems to be higher than normal when driving at highway speeds. Diagnostic Tip The technicians may find DTC P0741 stored, (TCC stuck off). Correction Reprogram the PCM with the new service calibration available from Techline in March, 2002 on the TIS 2000 version 22.003 or newer. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Fuel System - Inaccurate Fuel Gauge Readings Fuel Gauge: All Technical Service Bulletins Fuel System - Inaccurate Fuel Gauge Readings File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-04-008D Date: April, 2003 Subject: Inaccurate or Erratic Fuel Gauge Reading, Fuel Pump Related Driveability Concerns (Install New Fuel Tank Sender) Models: 2000-03 Chevrolet Cavalier, Malibu 2000-03 Oldsmobile Alero 2000-03 Pontiac Grand Am, Sunfire 2000-01 Toyota Cavalier with Plastic Fuel Tanks This bulletin is being revised to add a model year and to change the Correction information as well as the part number. Please discard Corporate Bulletin Number 01-06-04-008C (Section 06 Engine). Condition Some customers may comment about inaccurate or erratic fuel gauge readings. A typical comment might be that it appears from the gauge reading that there is fuel available, yet the tank is nearly empty. Cause This condition may be the result of the corrosive effect of certain fuel blends on the contact surfaces of the fuel tank sender. Vehicles built between the VIN breakpoints shown. Vehicles built prior to VIN breakpoint shown. Correction Important: ^ When servicing the fuel tank module or the fuel sender, DO NOT replace both parts. Only replace the appropriate part to repair the customer's concern. ^ The complete fuel level sender assembly P/N 22683260 is no longer available through GMSPO. This assembly is now serviced by a fuel tank module P/N 88957239 (minus sender) and the fuel tank sender, P/N 22709333. These two parts are no longer sold as one unit and can only be purchased separately. ^ Dealers within the provinces of British Columbia, Quebec, New Brunswick and the State of Maine, should refer to Customer Satisfaction Campaign 00101, dated January, 2001. When fuel gauge diagnosis in the Service Manual indicates the cause to be the fuel tank sender, replace the existing sender with a new sender, P/N 22709333, with improved corrosion resistant wiper contacts. Page 5363 For vehicles repaired under warranty, use the table. Disclaimer Page 8799 Front Door Hinge: By Symptom Technical Service Bulletin # 01-08-64-020C Date: 041001 Body - Creak/Groan When Opening/Closing Doors File In Section: 08 - Body and Accessories Bulletin No.: 01-08-64-020C Date: October, 2004 TECHNICAL Subject: Creak Noise When Opening or Closing Doors (Apply Lubricant to Check Link) Models: 2001-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 2001-2004 Oldsmobile Alero 2001-2005 Pontiac Grand Am This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 01-08-64-020B (Section 08 - Body and Accessories). Condition Some customers may comment on a creak or squeak noise when opening or closing one or more doors. Cause This condition may be caused by the door check link spring saddle. Correction Important: To prevent overspray from landing on the door glass, make sure all windows are rolled up before applying the lubricant to the check link. Slide the check link grommet back and spray GM Lubriplate(R) Lubricant, P/N 89021668 (in Canada, use P/N 89021674), or equivalent, on the check link saddle using a "straw" type nozzle extension. The nozzle extension should be inserted slightly into the opening above the check link arm and sprayed toward the outside of the door. If the nozzle is inserted too far into the door, it will go past the check link spring saddle and the lubricant will miss its target. Move the nozzle back and forth while spraying to distribute the lubricant. Open and shut the door until the noise is gone. Reinstall the check link grommet in the door. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 6172 1. Place the shift shaft in the N (Neutral) position. 2. Align the flats of the shift shaft to the flats in the park/neutral switch. Notice: Refer to Fastener Notice in Service Precaution. 3. Install the park/neutral position switch mounting bolts. - Tighten - Tighten the bolts to 24 Nm (18 ft. lbs.). 4. Connect the switch electrical connector. Important: Ensure that the engine will only start in P (Park) or N (Neutral). Readjust the switch if the engine will start in any other position. Page 10458 15. Install the ignition switch bezel to the IP and press into place until fully seated. 16. Verify hazard warning switch operation. Specifications Oil Level Sensor: Specifications Oil Level Sensor Bolt ........................................................................................................................... ................................................ 10 Nm (89 inch lbs.) Page 2737 Body Control Module: Reading and Clearing Diagnostic Trouble Codes Accessing and Reading Diagnostic Trouble Codes PROCEDURE A Tech II or equivalent Scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from the PCM or BCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the Scan tool manufacturer in order to access and read either current and/or history DTCs. Clearing Diagnostic Trouble Codes PROCEDURE Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer. NOTES: ^ Do not clear the DTCs unless directed to do so by the service information provided for each diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame data and/or malfunction history records) which may be helpful for some diagnostic procedures will be erased from the memory when the DTCs are cleared. ^ Interrupting PCM battery voltage to clear DTCs is NOT recommended. Page 10321 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 950 2. Install the heated oxygen sensor, using a J 39194-B. Tighten Tighten the post catalytic converter HO2S 2 to 42 N.m (31 lb ft). 3. Connect the sensor electrical connector. 4. Lower the vehicle. Restraints - Passenger Presence System Information Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System Information INFORMATION Bulletin No.: 06-08-50-009F Date: December 23, 2010 Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing System Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories). Concerns About Safety and Alterations to the Front Passenger Seat Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. The front passenger seat in many GM vehicles is equipped with a passenger sensing system that will turn off the right front passenger's frontal airbag under certain conditions, such as when an infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the right front passenger's seat mounted side impact airbag. For the system to function properly, sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers, upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or between the occupant and the seat fabric. Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE NECESSARY BY SUCH USE. Many types of aftermarket accessories are available to customers, upfitting shops, and dealers. Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat heaters are installed under the seat fabric. Additionally, seat covers made of leather or other materials may have different padding thickness installed that could prevent the Passenger Sensing System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to the seat cushion, as this may interfere with the operation of the Passenger Sensing System and either prevent proper deployment of the passenger airbag or prevent proper suppression of the passenger air bag. Disclaimer Page 5235 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 5653 Fluid - A/T: Technical Service Bulletins A/T - Oil Cooler Flushing/Flow Check Procedures File In Section: 07 - Transmission/Transaxle Bulletin No.: 99-07-30-017A Date: February, 2003 INFORMATION Subject: Automatic Transmission Oil Cooler Flushing and Flow Check Procedures Models: 2003 and Prior GM Light Duty Trucks 2003 HUMMER H2 with Allison(R) Automatic Transmission (RPO M74) This bulletin revises bulletin 99-07-30-017 to reflect the release of the new Transflow(R) J 45096 Transmission Cooling System Service Tool. The Transflow(R) Transmission Cooling System Service Tool is to be used for all vehicles. Please discard Corporate Bulletin Number 99-07-30-017 (Section 07 - Transmission/Transaxle). Refer to Corporate Bulletin Number 02-07-30-052. Important: If you were sent here by the instruction booklet for the J 45096 TransFlow(R) machine, note that the table has been moved to Corporate Bulletin Number 02-07-30-052. Disclaimer Page 2612 Conversion - English/Metric Page 10114 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 5029 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 10116 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 2407 Disclaimer Service and Repair Oil Change Reminder Lamp: Service and Repair HOW TO RESET THE CHANGE OIL LIGHT After changing the engine oil, you must reset the system. To reset the system, you must do the following: 1. With the ignition key to ON (a short time after turning off the engine), push the RESET button located in the driver's side instrument panel fuse block . 2. When the CHANGE OIL light starts to flash, press and hold the RESET button again. The reset is complete when you hear the chimes sound and the CHANGE OIL light goes out. Page 10624 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 4500 Fuel Pressure Release: Service and Repair Fuel System Pressure Relief TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gauge Fitting CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery terminal. IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt. 2. Install the J 34730-262 adaptor to the fuel pressure connection. 3. Connect the J 34730-1 A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. Spark Plug Inspection Spark Plug: Service and Repair Spark Plug Inspection SPARK PLUG USAGE ^ Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to Ignition System Specifications for the correct spark plug. ^ Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following conditions: Spark plug fouling-Colder plug - Pre-ignition causing spark plug and/or engine damage-Hotter plug SPARK PLUG INSPECTION ^ Inspect the terminal post (1) for damage. Inspect for a bent or broken terminal post (1). - Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should NOT move. ^ Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following conditions: Inspect the spark plug boot for damage. - Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A spark plug boot that is saturated causes arcing to ground. Page 721 Equivalents - Decimal And Metric Part 1 Page 8174 For vehicles repaired under warranty use, the table. Disclaimer Page 10157 Daytime Running Lamps (DRL) Resistor Page 2781 Engine Control Module: Connector Views PCM Connector C1 Part 1 A/T - Pressure Control Solenoid Replacement Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid Replacement File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-048 Date: November, 2002 INFORMATION Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E Transaxle/Transmission Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes MN4, MN5, M13, M15, MN3, MN7 or M76 The pressure control solenoid in the above transaxles has changed for the 2003 models. Important: While the physical dimensions will allow usage of the new solenoid in past model transaxles or usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging of the pressure control solenoids will result in improper shift characteristics, customer dissatisfaction, and needed repeat repairs. When replacing a pressure control solenoid, be sure to use the correct part number. Page 7512 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Page 2185 1. Install the upper intake manifold gaskets on the manifold. Notice: Refer to Fastener Notice in Service Precautions. 2. Apply thread lock GM P/N 12345382 to the threads of the bolts. Install the upper intake manifold bolts. Tighten the upper intake manifold bolts to 25 Nm (18 ft. lbs.). 3. Install the MAP sensor (1). 4. Install EGR pipe. 5. Install inlet and outlet hoses from throttle body (1). C200 C200 Page 3980 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 7302 1. Insert the rear bushing into the control arm. Important: Apply J 23444-A or equivalent to the threads of the J 21474-27. 2. Assemble the following bushing installation tools as shown: ^ J 21474-27 ^ The receiver/installer from the J 41211 ^ The receiver from the J 41211 ^ J 21474-4 3. Tighten the J 21474-4 until the rear bushing is fully seated in the control arm. 4. Disassemble the bushing installation tools. 5. Lubricate the outer casing of the front bushing. 6. Insert the front bushing into the control arm. 7. Assemble the following bushing installation tools as shown: ^ J 21474-19 ^ The remover/installer from the J 41397 ^ The receiver from the J 41397 ^ J 21474-18 8. Tighten the J 21474-19 until the front bushing is fully seated in the control arm. 9. Disassemble the bushing installation tools. 10. Install the lower control arm. Page 9384 Installation Procedure 1. Connect the electrical connector to the power seat switch. 2. Position the power seat switch to the seat cushion frame. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the power seat switch screws. Tighten the screws to 3 N.m (27 lb in). 4. Adjust the front seat cushion cover. Refer to Seat Cushion Cover Replacement - Front. 5. Align the bezel to the power seat switch and press into place until fully seated. 6. Adjust the front bucket seat to the original position. Page 9108 Each user will be required to accept the following agreement each time the KeyCode application is used. Key Code User Agreement - Key codes are proprietary information belonging to General Motors Corporation and to the vehicle owner. - Unauthorized access to, or use of, key code information is unlawful and may subject the user to criminal and civil penalties. - This information should be treated as strictly confidential and should not be disclosed to anyone unless authorized. I will ensure that the following information is obtained prior to releasing any Key Code information: 1. Government issued picture ID (Drivers License) 2. Registration or other proof of ownership. Registration should have normal markings from the Province that issued the registration and possibly the receipt for payment recorded as well. Important - GM takes this agreement seriously. Each user must be certain of vehicle ownership before giving out key codes. - When the ownership of the vehicle is in doubt, dealership personnel should not provide the information. Key code requests should never be received via a fax or the internet and key codes should never be provided to anyone in this manner. A face to face contact with the owner of the vehicle is the expected manner that dealers will use to release a key code or as otherwise stipulated in this bulletin or other materials. - Key codes should NEVER be sent via a fax or the internet. - Each Dealership should create a permanent file to document all KeyCode Look Up transactions. Requests should be filed by VIN and in each folder retain copies of the following: - Government issued picture ID (Drivers License) - Registration or other proof of ownership. - Copy of the paid customer receipt which has the name of the employee who cut and sold the key to the customer. - Do not put yourself or your Dealership in the position of needing to "explain" a KeyCode Look Up to either GM or law enforcement officials. - Dealership Management has the ability to review all KeyCode Look-Up transactions. - Dealership KeyCode documentation must be retained for two years. Frequently Asked Questions (FAQs) for GM of Canada Dealers How do I request a KeyCode for customer owned vehicle that is not registered? Scrapped, salvaged or stored vehicles that do not have a current registration should still have the ownership verified by requesting the vehicle title, current insurance policy and / or current lien holder information from the customers financing source. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. In these cases, a short description of the vehicle (scrapped, salvaged, etc.) and the dealership location should be kept on file. Any clarifying explanation should be entered into the comments field. How do I document a KeyCode request for a vehicle that is being repossessed? The repossessor must document ownership of the vehicle by providing a court ordered repossession order and lien-holder documents prior to providing key code information. Copies of the repossessors Drivers License and a business card should be retained by the dealership for documentation. What do I do if the registration information is locked in the vehicle? Every effort should be made to obtain complete information for each request. Each Dealership will have to decide on a case by case basis if enough information is available to verify the customer's ownership of the vehicle. Other forms of documentation include vehicle title, insurance policy, and or current lien information from the customers financing source. Dealership Management must be involved in any request without complete information. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. Can I get a print out of the information on the screen? It is important to note that the Key Code Look Up Search Results contain sensitive and/or proprietary information. For this reason GM recommends against printing it. If the Search Results must be printed, store and/or dispose of the printed copy properly to minimize the risk of improper or illegal use. Who in the dealership has access to the KeyCode application? Dealership Parts Manager (or assigned management) will determine, and control, who is authorized to access the KeyCode Look Up application. However, we anticipate that dealership parts and service management will be the primary users of the application. The KeyCode Look Up application automatically tracks each user activity session. Information tracked by the system includes: User name, User ID, all other entered data and the date/time of access. Page 2936 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 4062 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 177 Electrical Symbols Part 2 Page 11032 Windshield Washer Fluid Pump Page 716 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 5151 Equivalents - Decimal And Metric Part 1 Page 3172 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Engine Controls - Poor Generic SCAN Tool Communication PROM - Programmable Read Only Memory: All Technical Service Bulletins Engine Controls - Poor Generic SCAN Tool Communication Bulletin No.: 04-06-04-024 Date: April 07, 2004 TECHNICAL Subject: Powertrain Control Module (PCM) Will Not Properly Communicate On-Board Diagnostic Freeze Frame Information to Non-TECH2(R) (Generic) Service or Test Equipment (Reprogram PCM) Models: 2001-2002 Buick Century, LeSabre, Park Avenue, Regal 2002 Buick Rendezvous 2001-2002 Chevrolet Impala, Malibu, Monte Carlo, Venture 2001-2002 Olsmobile Alero, Aurora, Intrigue, Sillouette 2001-2002 Pontiac Aztek, Bonneville, Grand Am, Grand Prix, Montana with 3.1 L, 3.4L, 3.5L, or 3.8L V6 Engine (VINs J, E, H, K, 1 - RPOs LG8, LA1, LX5, L36, L67) Condition Some customers may comment that their vehicle's engine is unable to be properly serviced or tested using non-TECH2(R) (Generic) service or test equipment. When requested using non-TECH2(R) (Generic) service or test equipment, these vehicles are unable to properly communicate diagnostic freeze frame information. Correction Reprogram to the latest calibration available through TIS. The new calibration should be from TIS satellite data update version 1.0 for 2004 or later, available starting January 2004. As always, make sure your TECH2(R) is updated with the latest software version. Warranty Information For vehicles repaired under the applicable 8 year 80,000 mile (130,000 kilometers) emission controller warranty, use the table shown. Disclaimer Page 5783 For vehicles repaired under warranty, use the table. Disclaimer Technical Service Bulletin # 01-07-30-032E Date: 080929 A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction Page 7295 7. Remove the bolts (7) and the nuts (8) from the lower control arm (9). 8. Remove the front suspension crossmember rear bolt (3) from the lower control arm (9). 9. Remove the lower control arm (9) from the front suspension crossmember (4). 10. Install the control arm (9) into a vice. 11. Drill out the three rivets retaining the ball joint to the lower control arm. Use a 3 mm (1/8 inch) drill bit to make a pilot hole through the rivets. Finish drilling the rivets with a 13 mm (1/2 inch) drill bit. 12. Remove the ball joint from the lower control arm. Installation Procedure 1. Install the ball joint (4) in the control arm (2). 2. Install the three ball joint bolts (3) and nuts (1) as shown on the instruction sheet in the ball joint kit. Tighten the ball joint bolts to specifications found in the ball joint kit. 3. Install the lower control arm (9) to the front suspension crossmember (4). Notice: Refer to Fastener Notice in Service Precautions. Page 3586 Equivalents - Decimal And Metric Part 1 Page 1902 The identification tag on the rear half of the transfer case provides the information shown. Disclaimer Page 11025 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 4910 Equivalents - Decimal And Metric Part 1 Page 7507 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Page 5164 Electrical Symbols Part 2 Page 10677 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 6992 Disclaimer Page 9780 Modular Fuel Sender And Fuel Tank Pressure Sensor Page 7422 1. Install the strut (1) to the vehicle. 2. Loosely install the strut to knuckle bolts (5) and nuts (3). Notice: Refer to Fastener Notice in Service Precautions. Important: Align the scribe marks in order to ensure proper alignment. 3. Install the strut to body bolts (3) inside the fender well. ^ Tighten the bolts to 25 Nm (18 ft. lbs.). ^ Tighten the strut to knuckle bolts to 120 Nm (89 ft. lbs.). 4. Install the tire and wheel assembly. 5. Lower the vehicle. Page 2919 Engine Coolant Temperature (ECT) Sensor Page 8399 Diagnostic Tips Review # 2 - Delphi Legacy Navigation Radio Page 936 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 283 Electrical Symbols Part 4 Page 4583 Fuel: Service and Repair FUEL SYSTEM CLEANING CLEANING PROCEDURE NOTE: Cap the fittings and plug the holes when servicing the fuel system in order to prevent dirt and other contaminants from entering the open pipes and passages. IMPORTANT: When ever the fuel tank is cleaned, the fuel pump fuel strainer must be inspected. If the fuel pump fuel strainer is contaminated, the fuel pump fuel strainer must be replaced and the fuel pump must be inspected. 1. Remove the fuel tank. 2. Remove the fuel sender assembly. 3. Inspect the fuel pump inlet for dirt and debris. If dirt and debris are found, the fuel pump needs to be replaced. IMPORTANT: When flushing the fuel tank, the fuel and water mixture needs to be treated as a hazardous material. The material needs to be handled in accordance with all local, state and federal laws and regulations. 4. Flush the fuel tank with hot water. 5. Pour the water out of the fuel sender assembly opening in the fuel tank. Rock the fuel tank in order to be sure that the removal of the water from the fuel tank is complete. 6. Allow tank to dry completely before reassembly. 7. Install the fuel sender assembly. 8. Install the fuel tank. Page 3419 Disclaimer Service and Repair Ground Strap: Service and Repair GROUND STRAP REPLACEMENT Additional ground straps are used to connect the body and frame to the engine and transmission. Always connect all ground straps to ensure a good ground path to the battery from all electrical components. Page 2542 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 1704 Malfunction Indicator Lamp: Service and Repair Service Vehicle Soon Indicator If this light is on, it indicates a problem in one of the electronically monitored systems such as Daytime Running Lamps (DRL) or an Automatic Light Control (ALC) malfunction. This light does NOT come on at certain milleage intervals. There is probably a Body Control Module Code set that will aid you in diagnosis. The only way to get the light to go off is to clear the Body Control Module code(s). This light can NOT be reset or shut off any other way. BCM codes should be read & repaired before clearing them. Refer to Body Control Module. Page 7654 11. Install HVAC duct work to the cross vehicle beam. 12. Install the body control module to the cross vehicle beam. 13. Connect the wiring harness to the cross vehicle beam. 14. Install the bolt retaining the cross vehicle beam to the HVAC module. Page 134 Horn Relay: Service and Repair TOOLS REQUIRED J 43244 Relay Puller Pliers REMOVAL PROCEDURE 1. Open the hood. 2. Remove the underhood electrical center cover. 3. Using the J 43244, remove the horn relay (1) from underhood electrical center. INSTALLATION PROCEDURE Page 1700 Steps 1-7 The number below refers to the step number on the diagnostic table. 5. Using a test lamp connected to battery positive voltage, probe the MIL control circuit at the PCM. Front Cross-Member: Specifications Suspension Crossmernber Bolts 81 ft. lbs. Suspension Crossmember to Body Bolts 61 ft. lbs. Page 6932 RH IP Fuse Block Page 6905 C301 C306 C400 Page 7421 Suspension Strut / Shock Absorber: Service and Repair Rear Strut Assembly Strut Assembly Replacement Strut Assembly Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Scribe the strut to the knuckle. 4. Remove the strut mount to body nut (1) in the trunk area. 5. Remove the strut bolts (3) from inside the fender well. 6. Remove the strut knuckle bolts (5) and nuts (3) from the strut (1). 7. Remove the strut (1) from the vehicle. Installation Procedure Page 8890 Rear Door Weatherstrip: Service and Repair Sealing Strip Replacement - Lower Rear Auxiliary Sealing Strip Replacement - Lower Rear Auxiliary Removal Procedure 1. Lower the window to the full down position. 2. Remove the outer belt sealing strip. 3. Disengage the upper auxiliary sealing strip fasteners. 4. Remove the upper auxiliary sealing strip (1) from the door frame. Installation Procedure 1. Install the door auxiliary sealing strip (1) to the door frame. Ensure that the fasteners lock into position. 2. Install the outer belt sealing strip. Page 1160 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 10592 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 1493 model and year. 16. Retest the fuel pressure with fuel pressure gauge, J 34730-1A or equivalent, to ensure adequate fuel pressure after the strainer is installed. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 5224 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 2910 Various symbols are used in order to describe different service operations. Tape/CD Player Error Messages Tape Player: Description and Operation Tape/CD Player Error Messages The radio displays an error when any of the following occurs. ^ The radio will display error codes for the tape player and integral CD player. ^ The radio will display the following tape player error codes for tight tape, broken tape, and wrapped tape. If these conditions are detected, the radio will switch to the radio mode and eject the tape. The error code will be displayed for 5 seconds, followed by the tuner display, then the default. E10 - Tight tape - E11 - Broken tape - E14 - Wrapped tape ^ The radio will display the following integral CD player error codes. If one of these problems is detected, the unit will switch to the radio mode and eject the CD. The display will show TOD, if the unit is off, or display the radio frequency for 5 seconds, then the default, if the unit is on. E20 - Optics focus error, maybe due to moisture - E21 - Optics loss of tracking control, maybe due to blemishes on disc - E22 - Load/Unload motor problem - E23 - Communication problem Page 2547 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 870 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 2295 2. Remove the transmission from the vehicle. Refer to the appropriate SI document. Important: ^ Inspect all the transmission components for damage or wear. Replace all damaged or worn components. The parts shown above should be sufficient to correct this concern. ^ This condition does not normally require replacement of the transmission completely. Components such as clutches, valve body, pump and torque converters will NOT require replacement to correct this condition. Disassemble the transmission and replace the appropriate parts listed below. Refer to the Unit Repair Manual - Repair Instructions. 3. Reinstall the transmission in the vehicle. Refer to appropriate service information. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Specifications Oil Pan: Specifications Oil Pan Bolt........................................................................................................................................... .................................................... 25 Nm (18 ft. lbs.) Oil Pan Side Bolt ............................................... ...................................................................................................................................... 50 Nm (37 ft. lbs.) Page 5156 Camshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 7883 Disclaimer Page 5127 Electrical Symbols Part 2 Page 5852 7. Install the automatic transmission control lever handle. 8. Install the automatic transmission control lever handle retainer. 9. Connect the battery negative cable. Page 3413 Disclaimer Page 3112 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 9212 4. Install the cable retainers. Ensure the cable housing flair is seated into the module tray groove. 5. Connect the sunroof actuator. 6. Install the sunroof window. Page 9280 Sunroof / Moonroof Module: Diagrams Sunroof Control Module, C1 Sunroof Control Module, C2 Page 3452 Compression Check: Testing and Inspection Engine Compression Test A compression pressure test of the engine cylinders determines the condition of the rings, the valves, and the head gasket. Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse block. 1. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open position. 6. Measure the engine compression, using the following procedure: 6.1. Firmly install the compression gauge to the spark plug hole. 6.2. Have an assistant crank the engine through at least 4 compression strokes in the testing cylinder. 6.3. Record the readings on the gauge at each stroke. 6.4. Disconnect the gauge. 6.5. Repeat the compression test for each cylinder. 7. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70 percent of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 8. The following list contains examples of the possible measurements: ^ When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. ^ When the compression is low on the first stroke and tends to build up on the following strokes, but does not reach the normal compression, the piston rings may be the cause. ^ If the compression improves considerably with the addition of three squirts of oil, the piston rings may be the cause. ^ When the compression is low on the first stroke and does not build up in the following strokes, the valves may be the cause. ^ The addition of oil does not effect the compression, the valves may be the cause. ^ When the compression is low on two adjacent cylinders, or coolant is present in the crankcase, the head gasket may be the cause. 9. Remove the block from the throttle plate. 10. Install the air duct to the throttle body. 11. Install the spark plugs. 12. Install the Powertrain Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block. Description and Operation Fuel Filler Hose: Description and Operation FUEL FILL PIPE Fuel Fill Pipe The fuel fill pipe (2) has a built-in restrictor and deflector in order to prevent refueling with leaded fuel. Page 3637 Conversion - English/Metric Page 7338 Notice: Refer to Fastener Notice in Service Precautions. 3. Install the link nut (6) at the rear suspension support. ^ Tighten the rear lateral link to suspension support bolt (1) to 120 Nm (89 ft. lbs.). 4. Install the link to knuckle bolt (1), the washer (4) and the nut (5). ^ Tighten the lateral link to knuckle nut (5) to 100 Nm (74 ft. lbs.). 5. Install the tire and wheel. 6. Adjust the rear wheel alignment. Page 4273 Conversion - English/Metric Quick Connect Fitting(S) Service (Metal Collar) Fuel Line Coupler: Service and Repair Quick Connect Fitting(S) Service (Metal Collar) TOOLS REQUIRED J 37088-A Fuel Line Quick Connect Separator REMOVAL PROCEDURE 1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. 2. Remove the retainer from the quick-connect fitting. CAUTION: Wear safety glasses when using compressed air, as flying dirt particles may cause eye injury. 3. Blow dirt out of the fitting using compressed air. 4. Choose the correct tool from J 37088-A tool set for the size of the fitting. Insert the tool into the female connector, then push inward to release the locking tabs. 5. Pull the connection apart. NOTE: If necessary, remove rust or burrs from the fuel pipes with an emery cloth. Use a radial motion with the fuel pipe end in order to prevent damage to the O-ring sealing surface. Use a clean shop towel in order to wipe off the male tube ends. Inspect all the connections for dirt and burrs. Clean or replace the components and assemblies as required. 6. Using a clean shop towel, wipe off the male pipe end. 7. Inspect both ends of the fitting for dirt and burrs. Clean or replace the components as required. INSTALLATION PROCEDURE CAUTION: In order to reduce the risk of fire and personal injury, before connecting fuel pipe fittings, always apply a few drops of clean engine oil to the male pipe ends. This will ensure proper reconnection and prevent a possible fuel leak. OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Page 3121 Equivalents - Decimal And Metric Part 1 Page 2097 Locations View Page 7408 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 10682 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 3857 Electrical Symbols Part 2 Page 9833 Steps 1-7 The number below refers to the step number on the diagnostic table. 5. Using a test lamp connected to battery positive voltage, probe the MIL control circuit at the PCM. Page 6799 Locations View Page 6985 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 10383 IP Dimming Module Page 10084 3. Connect the tail lamp electrical connector to the tail lamp. 4. Position the tail lamp to the quarter panel. 5. Install the tail lamp nuts, and hand tighten. 6. Fold the rear compartment trim to the original position. 7. Install the rear cargo net retainers, and hand tighten. 8. Install the rear cargo net to the retainers. 9. Close the rear compartment. Page 5626 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 3031 Knock Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 5097 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 9816 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4070 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Disabling Air Bag(s) Arming and Disarming: Service and Repair Disabling IMPORTANT: Refer to SIR Service Precautions. 1. Turn the steering wheel so that the vehicle's wheels are pointing straight ahead. 2. Turn OFF the ignition. 3. Remove the key from the ignition switch. 4. Remove the LH I/P wiring harness junction block access panel 5. Remove the AIR BAG Fuse from the LH I/P wiring harness junction block. IMPORTANT: With the AIR BAG Fuse removed and the ignition ON, the AIR BAG warning lamp illuminates. This is a normal operation and does not indicate an SIR system malfunction. 6. Remove the Connector Position Assurance (CPA) (2) from the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 7. Disconnect the steering wheel module coil connector (1). 8. Remove the RH I/P wiring harness junction block access panel 9. Remove the CPA (2) from the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 10. Disconnect the IP module connector (3). Page 10818 Various symbols are used in order to describe different service operations. Page 2512 Flushing Procedures using DEX-COOL(R) Important: The following procedure recommends refilling the system with DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. This coolant is orange in color and has a service interval of 5 years or 240,000 km (150,000 mi). However, when used on vehicles built prior to the introduction of DEX-COOL(R), maintenance intervals will remain the same as specified in the Owner's Manual. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling system flush and fill machine is not available, drain the coolant and dispose of properly following the draining procedures in the appropriate Service Manual. Refill the system using clear, drinkable water and run the vehicle until the thermostat opens. Repeat and run the vehicle three (3) times to totally remove the old coolant or until the drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with DEX‐COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. Then slowly add clear, drinkable water (preferably distilled) to the system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and reverify the coolant level. If necessary, add clean water to restore the coolant to the appropriate level. Once the system is refilled, reverify the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. The concentration levels should be between 50% and 65%. Flushing Procedures using Conventional Silicated (Green Colored) Coolant Important: 2004-2005 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX‐COOL(R). The Aveo and Wave are filled with conventional, silicated engine coolant that is blue in color. Silicated coolants are typically green in color and are required to be drained, flushed and refilled every 30,000 miles (48,000 km). The Aveo and Wave are to be serviced with conventional, silicated coolant. Use P/N 12378560 (1 gal) (in Canada, use P/N 88862159 (1 L). Refer to the Owner's Manual or Service Information (SI) for further information on OEM coolant. Important: Do not mix the OEM orange colored DEX-COOL(R) coolant with green colored coolant when adding coolant to the system or when servicing the vehicle's cooling system. Mixing the orange and green colored coolants will produce a brown coolant which may be a customer dissatisfier and will not extend the service interval to that of DEX-COOL(R). Conventional silicated coolants offered by GM Service and Parts Operations are green in color. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling systems flush and fill machine is not available, drain coolant and dispose of properly following the draining procedures in appropriate Service Manual. Refill the system using clear, drinkable water and run vehicle until thermostat opens. Repeat and run vehicle three (3) times to totally remove old coolant or until drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with a good quality ethylene glycol base engine coolant, P/N 12378560, 1 gal (in Canada, use P/N 88862159 1 L), conforming to GM specification 1825M, or recycled coolant conforming to GM specification 1825M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% good quality ethylene glycol base (green colored) engine coolant, P/N 12378560 1 gal., (in Canada, use P/N 88862159 1 L) conforming to GM specification 1825M. Then slowly add clear, drinkable water (preferably distilled) to system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and recheck coolant level. If necessary, add clean water to restore coolant to the appropriate level. Once the system is refilled, recheck the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. Concentration levels should be between 50% and 65%. Parts Information Warranty Information Lock Actuator Replacement - Front Door Power Door Lock Actuator: Service and Repair Lock Actuator Replacement - Front Door Lock Actuator Replacement - Front Door Removal Procedure 1. Remove the front door locking module. 2. Remove the front door lock actuator screws. 3. Remove the front door lock actuator from the front door lock. Installation Procedure 1. Position the front door lock actuator to the front door lock. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the front door lock actuator screws. Tighten the screws to 6 N.m (53 lb in). 3. Install the front door locking module. Page 10766 Vanity Lamp: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Lighting and Horns Diagrams. Page 10051 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7263 Steering Shaft: Service and Repair Steering Column Replacement Removal Procedure 1. Disable the Supplemental Inflatable Restraint (SIR) system. 2. Remove the steering wheel. 3. Remove the trim covers. 4. Disconnect the electrical connectors (3) from the multifunction switch (1). 5. Remove the electrical harness from the steering column. 6. Remove the SIR coil. 7. Remove the driver's insulator panel. 8. Remove the upper pinch bolt (3) from the intermediate shaft (4). 9. Remove the steering column lower mounting bolts (3). 10. Remove the steering column upper mounting bolts (1). Notice: Once the steering column is removed from the vehicle, the column is extremely susceptible to damage. Dropping the column assembly on the Page 1185 Electrical Symbols Part 2 Page 10756 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 5299 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 2-3 shift solenoid retainer clip (304), the 2-3 shift solenoid (305) with O-ring (303), the 2-3 shift valve (307), and the 2-3 shift valve spring (306). Installation Procedure 1. Install the 2-3 shift valve spring (306), the 2-3 shift valve (307), the 2-3 shift solenoid (305) with O-ring (303) and the 2-3 shift solenoid retainer clip (304) 2. Install the transmission side cover. Page 2172 Intake Manifold: Technical Service Bulletins Intake Manifold (Lower) - Revised Installation File In Section: 06 - Engine/Propulsion System Bulletin No.: 02-06-01-014 Date: April, 2002 SERVICE MANUAL UPDATE Subject: Revised Lower Intake Manifold Installation Models: 1996 Buick Regal 1996-1998 Buick Skylark 1996-2002 Buick Century 2002 Buick Rendezvous 1996 Chevrolet Beretta, Corsica, Lumina APV 1996-2001 Chevrolet Lumina 1997-2002 Chevrolet Malibu, Monte Carlo, Venture 2000-2002 Chevrolet Impala 1996-1998 Oldsmobile Achieva 1997-1998 Oldsmobile Cutlass 1996-2002 Oldsmobile Silhouette 1999-2002 Oldsmobile Alero 1996-1998 Pontiac TransSport 1996-2002 Pontiac Grand Am, Grand Prix 1999-2002 Pontiac Montana 2001-2002 Pontiac Aztek with 3.1L or 3.4L Engine (VINs J, M, E RPOs LG8, L82, LA1) This bulletin is being issued to revise Steps 1 and 2 of the Lower Intake Manifold Installation procedure in the Engine Mechanical sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. Intake Manifold Installation - Lower Important: All gasket mating surfaces need to be free of oil and foreign material. Use GM P/N 12346139 (in Canada, use GM P/N 10953463) or the equivalent to clean surfaces. 1. Install the intake manifold gaskets. Page 1568 Processes shown in the Table 3 are capable of recycling waste engine coolants (DEX-COOL(R) or conventional) to a conventional (green) coolant. Recycling conventional coolant can be accomplished at your facility by a technician using approved EQUIPMENT (listed by model number in Table 3), or by an approved coolant recycling SERVICE which may recycle the coolant at your facility or at an offsite operation. Refer to the table for GM approved coolant recyclers in either of these two categories. Should you decide to recycle the coolant yourself, strict adherence to the operating procedures is imperative. Use ONLY the inhibitor chemicals supplied by the respective (GM approved) recycling equipment manufacturer. Sealing Tablets Cooling System Sealing Tablets (Seal Tabs) should not be used as a regular maintenance item after servicing an engine cooling system. Discoloration of coolant can occur if too many seal tabs have been inserted into the cooling system. This can occur if seal tabs are repeatedly used over the service life of a vehicle. Where appropriate, seal tabs may be used if diagnostics fail to repair a small leak in the cooling system. When a condition appears in which seal tabs may be recommended, a specific bulletin will be released describing their proper usage. Water Quality The integrity of the coolant is dependent upon the quality of DEX-COOL(R) and water. DEX-COOL(R) is a product that has enhanced protection capability as well as an extended service interval. These enhanced properties may be jeopardized by combining DEX-COOL(R) with poor quality water. If you suspect the water in your area of being poor quality, it is recommended you use distilled or de-ionized water with DEX-COOL(R). "Pink" DEX-COOL(R) DEX-COOL(R) is orange in color to distinguish it from other coolants. Due to inconsistencies in the mixing of the dyes used with DEX-COOL(R), some batches may appear pink after time. The color shift from orange to pink does not affect the integrity of the coolant, and still maintains the 5 yr/150,000 mile (240,000 km) service interval. Back Service Only use DEX-COOL(R) if the vehicle was originally equipped with DEX-COOL(R). HomeLink(R) Transmitter - Programming Difficulties Garage Door Opener Transmitter: Customer Interest HomeLink(R) Transmitter - Programming Difficulties File In Section: 08 - Body and Accessories Bulletin No.: 01-08-97-002 Date: November, 2001 INFORMATION Subject: Programming the HomeLink(R) Transmitter Models: 2000-2002 Passenger Cars and Light Duty Trucks with Universal Garage Door Opener (RPO UG1) If you have customers that are having difficulties programming their HomeLink(R) transmitter, you may suggest the following options: ^ The customer may contact HomeLink(R) directly at 1-800-355-3515 for assistance. Assistance is available in English, French and Spanish languages. ^ The customer may also be directed to the HomeLink(R) website at www.homelink.com. The website is user-friendly and actively demonstrates how to program the transmitter. Many newer garage door openers have a "rolling code" feature and the website does a great job of guiding the owner through the entire programming process. The HomeLink(R) phone number, website address, and other useful information can also be found in Section 2 of the Owner's Manual under HomeLink(R) Transmitter. Disclaimer Page 5054 6. Lower the vehicle. 7. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 4935 Throttle Cable/Linkage: Service and Repair Accelerator Controls Cable Bracket Replacement REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Disconnect the accelerator cable from throttle body. 3. Depress the tangs and remove the accelerator cable from accelerator cable bracket. 4. If applicable disconnect the cruise control cable from the throttle lever and accelerator bracket. 5. Unsnap wire harness clip from bracket. Page 1140 Electrical Symbols Part 3 Page 3972 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 4529 5. Tighten the two air intake duct clamps 6. Connect the breather tube to the air intake duct. 7. Connect the IAT sensor electrical connector. 8. Connect the MAF sensor electrical connector. Page 6804 Electrical Symbols Part 3 Page 4831 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Diagram Information and Instructions Hi-Beam Indicator Lamp: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 3311 Crankshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 550 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 10664 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 11024 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Diagram Information and Instructions Tachometer: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 1770 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Page 5001 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 853 Locations View Page 9858 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 679 the bottom of the outlet rearward to release the top. 3. Remove the two 7 mm hex head screws attaching the IP cluster trim panel to the IP. 4. Remove the trim plate from the IP by pulling up and out to release the lower retainers. 5. Disconnect the trip reset switch electrical connector. 6. Remove the four 7 mm hex head screws attaching the instrument cluster to the IP. 7. Remove the instrument cluster from the opening and reposition as necessary. It is not necessary to disconnect the electrical connector. 8. Through the instrument cluster opening in the IP, remove one of the three 7 mm hex head screws that attach the hazard warning switch to the IP. 9. Through the center air outlet opening in the IP, remove the remaining two 7 mm hex head screws that attach the hazard warning switch to the IP. 10. Remove the hazard warning switch through the center air outlet opening. Page 9240 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 11010 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 89 Sunroof / Moonroof Module: Diagrams Sunroof Control Module, C1 Sunroof Control Module, C2 Page 9904 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 3811 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 4850 Electrical Symbols Part 4 Page 8657 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Air Conditioning (A/C) Refrigerant Filter Installation Refrigerant Filter: Service and Repair Air Conditioning (A/C) Refrigerant Filter Installation TOOLS REQUIRED J 39400-A Halogen Leak Detector IMPORTANT: The filter, ACDelco P/N-1760 must be installed to the A/C evaporator tube (liquid line) between the condenser and the evaporator. The installation of this in-line filter eliminates the need for flushing the A/C system. 1. Recover the A/C refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Raise and support the vehicle. 3. Remove the right front fender liner. IMPORTANT: Immediately cap or tape the open end of the condenser and evaporator line in order to prevent contamination of the A/C system. 4. Remove the evaporator line bolt at the condenser fitting. It may be necessary to turn the wheel all of the way to the right. IMPORTANT: The ACDelco P/N-1760 will have an orifice contained in it. 5. Remove and discard the orifice tube. 6. Make 2 marks 38 mm (1 1/2 in) apart on the liquid line (1), approximately 50 mm (2 in) from the first line hanger and after the black foam line insulation. IMPORTANT: Do not allow metal burrs to drop into the liquid line. 7. Use a line cutter in order to cut the liquid line at the marked position (1). Remove any burrs. 8. Connect the evaporator line at the condenser fitting. NOTE: Refer to Fastener Notice in Service Precautions. 9. Install the evaporator hose bolt. Tighten Tighten the evaporator hose bolt to 25 N.m (18 lb ft). 10. Remove the following components from the A/C refrigerant filter: ^ The nuts ^ The ferrules ^ The O-rings IMPORTANT: Do NOT install the O-rings at this step. Page 3284 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 8802 Front Door Hinge: Service and Repair Hinge Replacement - Front Door Removal Procedure 1. Open the front door. 2. Disconnect the front door rubber conduit from the front door pillar. 3. Disconnect the front door electrical connector at the front door pillar. 4. Remove the front door check link bolt. 5. Remove the front door hinge intermediate bolts. 6. Remove the front door from the vehicle with an assistant. 7. Clean the area around the hinges and mark the location with a grease pencil. 8. Remove the front door hinge bolts (2). 9. Remove the front door hinge pillar bolts. 10. Remove the front door hinge. Installation Procedure Page 963 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure IMPORTANT: For additional diagnostic information, refer to DTC P1336. 1. Install a scan tool. 2. With a scan tool, monitor the powertrain control module for DTCs. If other DTCs are set, except DTC P1336, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 3. With a scan tool, select the crankshaft position (CKP) variation learn procedure. 4. Observe the fuel cut-off for the engine that you are performing the learn procedure on. 5. The scan tool instructs you to perform the following: ^ Block the drive wheels. ^ Apply the vehicles parking brake. ^ Cycle the ignition from OFF to ON. ^ Apply and hold the brake pedal. ^ Start and idle the engine. ^ Turn OFF the A/C. ^ Place the vehicle's automatic transmission in Park, or the manual transmission in Neutral. ^ The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity - If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) sensor activity - If there is a CMP sensor condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT) - If the ECT is not warm enough, idle the engine until the ECT reaches the correct temperature. 6. With the scan tool, enable the CKP system variation learn procedure. IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 7. Slowly increase the engine speed to the RPM that you observed. 8. Immediately release the throttle when fuel cut-off is reached. 9. The scan tool displays Learn Status: Learned this ignition. If the scan tool does NOT display this message and no additional DTCs set, refer to Symptoms - Engine. If a DTC set, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 10. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. Page 2333 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 4373 Electrical Symbols Part 1 Page 803 Various symbols are used in order to describe different service operations. Page 8664 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3106 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 1325 1. Install the power window switch to the accessory switch plate. Press the window switch into the switch plate until retaining tabs are fully seated. 2. Connect the electrical connectors (2) to the power window switch. 3. Install the accessory switch plate to the door trim panel. Press the switch plate into the door trim panel until the retainers (1) are fully seated. Page 1030 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 7826 Evaporator Core: Service and Repair EVAPORATOR CORE REPLACEMENT REMOVAL PROCEDURE 1. Remove the heater core. 2. Remove the heater core case shroud. 3. Remove the screw and evaporator core bracket. 4. Remove the evaporator core. INSTALLATION PROCEDURE Page 4637 Fuel Injector: Testing and Inspection Fuel Injector Balance Test With special Tool CIRCUIT Fuel Injector Balance Test With Special Tool Fuel Injector Balance Test Example (Typical) TEST DESCRIPTION Steps 1-3 Page 2323 A/C Compressor - Lower RH Front Of Engine (3100 LG8) Page 5278 Parts are currently available from GMSPO. Disclaimer Page 9404 5. Pull back the end flaps from the seat back cover. 6. Install the loop tab to the seat back recliner bolt. 7. Pull back the rear of the seat cushion cover. 8. Fasten the J-hook retainer at the bottom of the seat back cover. 9. Install the head restraint. 10. Install the bucket seat. Seat Back Pad Replacement - Front Seat Back Pad Replacement - Front Removal Procedure 1. Remove the seat back cover. Page 884 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 755 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 2645 Exhaust Manifold: Service and Repair Exhaust Manifold Replacement - Right Exhaust Manifold Replacement- Right Removal Procedure 1. Remove the exhaust crossover pipe. 2. Remove EGR pipe. 3. Disconnect oxygen sensor. 4. Raise vehicle. Refer to Vehicle Lifting. 5. Remove catalytic converter. 6. Remove the exhaust manifold heat shield bolts. 7. Remove the exhaust manifold heat shield. Page 3915 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 7543 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Locations Locations View Page 2123 Electrical Symbols Part 3 Page 9383 Power Seat Switch: Service and Repair Seat Switch Replacement - Power Removal Procedure 1. Adjust the front bucket seat to the full up position in order to gain access to the power seat switch. 2. Pull the bezel from the power seat switch. 3. Adjust the front seat cushion cover in order to gain access to the power seat switch. Refer to Seat Cushion Cover Replacement - Front. 4. Remove the power seat switch screws. 5. Disconnect the electrical connector from the power seat switch. 6. Remove the power seat switch from the seat cushion frame. Page 7194 Excessive Vacuum Drop Diagnosis 1. If the vacuum continues to drop, remove the pressure and return hose from the pump. 2. Install the plugs (1,2) supplied with the J 43485 into the pressure and return port. 3. Attach the J 43485 to the J 35555 or equivalent. 4. Place the J 43485 on or in the pump reservoir filler neck. 5. Apply a vacuum of 68 kPa (20 in Hg) maximum. 6. If the vacuum drops again, repair or replace the pump. If the vacuum holds steady, continue to check the other parts of the steering system. Important: Fluid must be free from bubbles and foam. Be aware of periodic bubbles that indicate a loose connection or leaking O-ring seal in the return hose or the pressure hose. Fluid must be free from discoloration. 7. Observe the fluid. 8. If condition persists, replace the following parts: ^ The return hose clamps ^ The return hose O-rings ^ The pressure hose O-rings ^ The gear cylinder line O-rings ^ The reservoir to pump O-ring 9. Repeat the bleed procedure from the beginning. 10. Drive the vehicle approximately 16 km (10 mi) in order to warm the system to operating temperature. Evaluate vehicle on a smooth flat surface. 11. Verify the following conditions: ^ There is smooth power assist. ^ The vehicle operates quietly. ^ The pump maintains the proper fluid level. ^ There is not any leaking in the steering system. ^ The fluid is free of foam or discoloration. Page 8882 Rear Door Panel: Service and Repair Energy Absorber Pad Replacement Energy Absorber Pad Replacement - Rear Door Removal Procedure Caution: This vehicle has energy-absorbing foam blocks for side impact protection. To help avoid personal injury in a collision, foam blocks that are damaged, or removed during repairs must be replaced. Failure to replace foam blocks that are removed can violate federal law. 1. Remove the rear door window regulator. 2. Remove the screws from the rear door energy absorber pad. 3. Remove the rear door energy absorber pad from the door. Installation Procedure 1. Position the rear door energy absorber pad to the door. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear door energy absorber pad screws to the energy absorber pad. Tighten the rear door energy absorber pad screws to 10 N.m (89 lb in). 3. Install the rear door window regulator. Page 7639 4. Remove the actuator linkage from the defroster door. Squeeze the tabs on the door in order to remove the linkage. INSTALLATION PROCEDURE 1. Install the actuator linkage to the defroster door. Page 7726 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 5782 Seals and Gaskets: By Symptom Technical Service Bulletin # 01-07-30-032E Date: 080929 A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Page 6171 Transmission Position Switch/Sensor: Service and Repair PNP Switch Replacement Removal Procedure 1. Disconnect the switch electrical connector. 2. Remove the attaching bolts. 3. Remove the park/neutral position switch assembly. Installation Procedure Locations Manifold Pressure/Vacuum Sensor: Locations Locations View Page 3799 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 3290 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 9740 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: All Technical Service Bulletins Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Page 1117 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 10498 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Locations Locations View Page 1630 Refrigerant Oil: Fluid Type Specifications PAG (Polyalkaline Glycol) synthetic refrigerant oil (GM part number 12345923) or equivalent. For Canada use GM P/N 10953486. Page 9608 Equivalents - Decimal And Metric Part 1 Page 438 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Page 4965 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 3830 Malfunction Indicator Lamp: Testing and Inspection Malfunction Indicator Lamp (MIL) Inoperative CIRCUIT DESCRIPTION There should be a steady malfunction indicator lamp (MIL) with the ignition ON and the engine OFF. Ignition feed voltage is supplied directly to the MIL. The powertrain control module (PCM) turns the MIL ON by grounding the MIL control circuit. No MIL with the key ON, engine not running suggests an open in the battery positive and ignition positive voltage feed fuses and circuits. MIL OPERATION The MIL is located on the instrument panel and is displayed as CHECK ENGINE lamp. MIL FUNCTION ^ The MIL informs the driver that a malfunction has occurred and the vehicle should be taken in for service as soon as possible. ^ The MIL illuminates during a bulb test and a system test. ^ A DTC will be stored if a MIL is requested by the diagnostic. MIL ILLUMINATION ^ The MIL will illuminate with ignition ON and the engine not running. ^ The MIL will turn OFF when the engine is started. ^ The MIL will remain ON if the self-diagnostic system has detected a malfunction. ^ The MIL may turn OFF if the malfunction is not present. ^ If the MIL is illuminated and then the engine stalls, the MIL will remain illuminated so long as the ignition switch is ON. ^ If the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition switch is cycled OFF, then ON. DIAGNOSTIC SYSTEM CHECK-COMPUTERS AND CONTROLS SYSTEMS Perform the Computers and Controls Systems Diagnostic System Check, when the following conditions are present: ^ The MIL does not turn ON when the ignition switch is turned to the RUN position. See above for MIL Operation. ^ The MIL remains ON while the engine is running ^ The MIL is flashing while the engine is running ^ A driveability symptom is determined. See: Testing and Inspection/Initial Inspection and Diagnostic Overview DIAGNOSTIC AIDS Inspect for the following conditions: ^ If the engine runs OK, inspect for a malfunctioning MIL, an open in the MIL control circuit, or an open in the instrument panel cluster (IPC) ignition feed. ^ If the engine cranks but will not run, inspect for an open PCM ignition or battery feed or a faulty PCM to engine ground. ^ PCM and engine grounds for clean and secure connections. TEST Page 183 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Diagrams Instrument Panel Compartment Lamp/Switch Page 2803 Electrical Symbols Part 1 Page 10452 For vehicles repaired under the terms of this special policy, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special policy condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12 for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs for the special policy condition are to be submitted prior to or by January 31, 2006 for 1999-2000 vehicles and May 31, 2007 for 2001-2002 vehicles. Repairs must have occurred within 10 years of the date the vehicle was originally placed in service, or 150,000 km (240,000 km), whichever occurs first. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductible), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Disclaimer Service Procedure The following procedure provides instructions for replacing the hazard warning switch located in the instrument panel (I/P). For additional information, refer to the Lighting subsection in the Body and Accessories section of the appropriate Service Manual or SI. Malibu 1. Remove the cover from the left side instrument panel (I/P) wiring harness junction block access panel. Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Page 3381 Conversion - English/Metric Page 2897 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 4396 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Disabling Air Bag(s) Arming and Disarming: Service and Repair Disabling IMPORTANT: Refer to SIR Service Precautions. 1. Turn the steering wheel so that the vehicle's wheels are pointing straight ahead. 2. Turn OFF the ignition. 3. Remove the key from the ignition switch. 4. Remove the LH I/P wiring harness junction block access panel 5. Remove the AIR BAG Fuse from the LH I/P wiring harness junction block. IMPORTANT: With the AIR BAG Fuse removed and the ignition ON, the AIR BAG warning lamp illuminates. This is a normal operation and does not indicate an SIR system malfunction. 6. Remove the Connector Position Assurance (CPA) (2) from the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 7. Disconnect the steering wheel module coil connector (1). 8. Remove the RH I/P wiring harness junction block access panel 9. Remove the CPA (2) from the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 10. Disconnect the IP module connector (3). Page 5138 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3318 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) A/T - 4T65E Fluid Leaking From A/T Vent Channel Plate: All Technical Service Bulletins A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Page 1040 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 423 Oil Pressure Sender: Locations Locations View Page 5684 Disclaimer Page 605 Involved are certain 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass built within the VIN breakpoints shown. Page 7476 degradation. Important Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Disclaimer Page 6275 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 8396 Page 3122 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 10416 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 1118 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 3260 Throttle Position (TP) Sensor Page 10911 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2790 6. Slide the PCM from the PCM bracket. INSTALLATION PROCEDURE Remove the new PCM from the packaging and inspect the service number to verify the number is the same number, or an updated number, as the faulty PCM. 1. Slide the PCM into the PCM bracket. NOTE: Do not touch the PCM connector pins or soldered components on the circuit board in order to prevent possible electrostatic discharge (ESD) damage. Do not remove the integrated circuit boards from the carrier. 2. Install the PCM electrical connectors. 3. Tighten the PCM connector screws (1). 4. Install the left hush panel. 5. Connect the negative battery cable. IMPORTANT: The replacement PCM must be reprogrammed and the crankshaft position (CKP) system variation learn procedure must be performed. 6. Program the PCM. See: Testing and Inspection/Programming and Relearning 7. The replacement PCM will NOT allow secondary air injection (AIR) pump operation until a total of 16 km (10 mi) have accumulated. Front Stabilizer Link: Service and Repair Front Stabilizer Shaft Link Replacement Removal Procedure 1. Raise the vehicle. Refer to Vehicle Lifting. 2. Remove the stabilizer link nut (2) from the stabilizer link bolt (5). 3. Remove the following components: ^ The stabilizer link bolt (5) ^ The insulator (4) ^ The spacer (3) Installation Procedure 1. Install the following components: ^ The spacer (3) ^ The insulator (4) ^ The stabilizer link bolt (5) Notice: Refer to Fastener Notice in Service Precautions. 2. Install the stabilizer link nut (2) attaching the stabilizer link to the stabilizer link bolt (5). ^ Tighten the nut until the nut meets the end of the bolt threads for torque value. Tighten the nut to 17 Nm (13 ft. lbs.). 3. Lower the vehicle. Page 5221 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Service and Repair Brake Light Bulb: Service and Repair TAIL LAMP ASSEMBLY AND/OR BACKUP, SIDEMARKER, STOP, TURN SIGNAL BULB REPLACEMENT REMOVAL PROCEDURE 1. Open the rear compartment. 2. Remove the cargo net from the retainers. 3. Remove the cargo net retainers. 4. Pull back the rear compartment trim to access the tail lamp nuts. 5. Remove the tail lamp nuts. 6. Disconnect the tail lamp electrical connector from the tail lamp. Page 6284 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 10900 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1308 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 3708 Engine Control Module: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 3775 Data Link Connector (DLC) Page 7720 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 11007 Windshield Washer Pump: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses OnStar(R) - Number Incorrect/Incorrectly Assigned Navigation System: All Technical Service Bulletins OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 688 Notice: Refer to Fastener Notice in Service Precautions. 3. Install the mounting screw (1) to the multifunction switch (2). ^ Tighten the screw to 4 Nm (35 inch lbs.). 4. Install the steering column trim cover. 5. Enable the SIR system. 6. Ensure that the multifunction switch functions properly. Page 7827 1. If you are installing a NEW evaporator core add the proper quantity of refrigerant oil to the evaporator core. Refer to Refrigerant System Capacities. 2. Install the evaporator core. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the evaporator core bracket and screws. Tighten Tighten the screws to 1 N.m (9 lb in). 4. Install the heater core case shroud. 5. Install the heater core case shroud screws. Tighten Tighten the screws to 1 N.m (9 lb in). 6. Install the heater core. Page 3382 Knock Sensor (KS) Body - Water Leaks to Interior/Trunk Sunroof / Moonroof Panel: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 10523 12. Connect the electrical connector to the hazard warning switch. 13. Connect the electrical connectors to the other switches in the trim plate. 14. Position and align the IP cluster trim plate to the IP and carefully press into place. 15. Install the two screws that attach the IP cluster bezel to the IP. Tighten Tighten to 2 N.m (18 lb in). 16. Install the upper steering column cover to the steering column. 17. Position the lower steering column cover to the upper cover and install the three attaching screws. Tighten Tighten to 2 N.m (18 lb in). 18. Install the AIR BAG fuse in the panel and install the cover. 19. Turn the ignition switch to the ON position and verify that the AIR BAG light flashes seven times and goes out. Verify hazard warning switch operation. Alero, Cutlass 1. Remove the hazard warning switch bezel from the IP using a small flat-bladed tool to release the retainers. Important: Both retainers must be released at the same time in order to remove the air outlet in the next step. 2. Using two flat-blade screwdrivers (2), carefully release the two retainers that attach the IP center air outlet (1). With both retainers released, pull Page 10285 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 4682 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: All Technical Service Bulletins Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Page 8346 Diagnostic Tips Review # 3 - Denso Navigation Radios Page 8671 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. OnStar(R) - Cellular Antenna Replacement Parts Global Positioning System Antenna: Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. Page 5339 Page 1443 Drive Belt: Testing and Inspection Drive Belt Chirping Drive Belt Chirping Diagnosis Diagnostic Aids The symptom may be intermittent due to moisture on the drive belt(s) or the pulleys. It may be necessary to spray a small amount of water on the drive belt(s) in order to duplicate the customers concern. If spraying water on the drive belt(s) duplicates the symptom, cleaning the belt pulleys may be the probable solution. A loose or improper installation of a body component, a suspension component, or other items of the vehicle may cause the chirping noise. Test Description The number(s) below refer to the step number(s) on the diagnostic table. Body - Water Leaks to Interior/Trunk Shift Cable: Customer Interest Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 2950 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 5922 Transmission Mount: Service and Repair Transmission Mount Replacement - Side Transmission Mount Replacement - Side Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the left front wheel and tire assembly. 3. Remove the left front splash shield. 4. Install a jackstand and a block of wood to support the transaxle. 5. Remove the thru-bolt from the transmission mount. 6. Unthread the rear upper mount bolt and leave in place. 7. Remove the remaining 3 mount bolts. 8. Remove the mount. Installation Procedure Page 3275 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7115 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 3298 Conversion - English/Metric Page 9269 3. Using a pillar access hole inside the vehicle, guide the drain hose to the exit hole in the hinge pillar. 4. Pull the hose through the hole in the hinge pillar and connect the drain hose outlet to the drain hose. 5. Position the excess portion of the hose back into the hinge pillar. Ensure that the hose does not bind or fall below the level of the exit hole. 6. Press the drain hose outlet rubber grommet into the exit hole. Ensure that the grommet is secured. 7. Place the rubber body insulator back into position. Page 7872 35. Disconnect the temperature actuator electrical connector. 36. Remove the HVAC module assembly. INSTALLATION PROCEDURE 1. Position the HVAC module assembly to the vehicle. Left Side of Engine Compartment Locations View Page 9207 1. Install the front sunshade to the sunroof module. Ensure that the front edge of the front sunshade is just behind the track clearance step (1). 2. Insert one side of the front sunshade into the sunshade channel. 3. Arch the center of the front sunshade upwards. This will allow the other side of the front sunshade to drop into the sunshade channel. 4. Slide the front sunshade forward. 5. Install the rear sunshade to the sunroof module. Ensure that the front edge of the rear sunshade is just behind the track clearance step. 6. Insert one side of the rear sunshade into the sunshade channel. 7. Arch the center of the rear sunshade upwards. This will allow the other side of the rear sunshade to drop into the sunshade channel. 8. Install new rivets (2) to the sunshade stop strap (3). 9. Install the sunshade window. 10. Do not allow the sunshade to bind the channel. Service and Repair Window Track: Service and Repair Window Run Channel Replacement Removal Procedure 1. Remove the front door trim panel. 2. Remove the outside rearview mirror. 3. Remove the front door water reflector. 4. Remove the front door outer belt sealing strip. 5. Remove the front door inner belt sealing strip. 6. Remove the window channel bolts (2, 4) from the window run channel (1). 7. Remove the front door window run channel (1) from the door pulling it from the window frame. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the window run channel bolts (2, 4) to the window run channel (1). Tighten the window run channel bolts to 10 N.m (89 lb in). 2. Install the front door inner belt sealing strip. 3. Install the front door outer belt sealing strip. 4. Install the front door water deflector. 5. Install the outside rearview mirror. 6. Install the front door trim panel. Page 1702 Steps 1-5 A/T - Revised Converter Check Valve/Cooler Line Fitting Torque Converter Check Valve: Technical Service Bulletins A/T - Revised Converter Check Valve/Cooler Line Fitting INFORMATION Bulletin No.: 04-07-30-017B Date: November 25, 2008 Subject: Information on 4T65-E MN7, M15, M76, MN3 Automatic Transmission Case, Cooler Fitting and Torque Converter Drain Back Check Ball Change Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks with one of the HYDRA-MATIC(R) Automatic Transmissions shown above. Supercede: This bulletin is being revised to update the Parts Information. Please discard Corporate Bulletin Number 04-07-30-017A (Section 07 - Transmission/Transaxle). Effective with Julian date 4019 (January 19, 2004), the 4T65E transaxle cases and cooler fittings have changed and are not interchangeable with past models. The technician may find that when replacing the inlet or outlet transmission cooler lines, the new lines cannot be connected to the transmission. A change to the transmission cooler line fittings was implemented in production on February 1, 2004. The cooler line fittings were changed to a design with a longer lead in pilot (1). The cooler line fittings with the longer lead in pilot will not fit on models built before February 1, 2004. The longer lead in pilot fittings (1) (9/16-18 UNF) have replaced the shorter lead in pilot fittings (2) (3/8-18 NPSF w/check ball & 1/4-18 NPSF). If the transmission cooler lines will not connect, then replace them with the following cooler line fittings as appropriate with the older, shorter lead in pilot design: ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Inlet Hose, P/N 20793004. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Inlet Hose, second design P/N 15264588. ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Outlet Hose, P/N 20793005. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Outlet Hose, second design P/N 15264589. Page 4115 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 1293 Power Window Switch: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 9301 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 7401 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 3383 Knock Sensor: Description and Operation PURPOSE The knock sensor (KS) system enables the Powertrain Control Module (PCM) to control the ignition timing advance for the best possible performance while protecting the engine from potentially damaging levels of detonation. The sensors in the KS system are used by the PCM as microphones to listen for abnormal engine noise that may indicate pre-ignition/detonation. SENSOR DESCRIPTION There are 2 types of KS currently being used: ^ The broadband single wire sensor ^ The flat response two wire sensor Both sensors use piezo-electric crystal technology to produce and send signals to the PCM. The amplitude and frequency of this signal will vary constantly depending on the vibration level within the engine. Flat response and broadband KS signals are processed differently by the PCM. The major differences are outlined below: ^ All broadband sensors use a single wire circuit. Some types of controllers will output a bias voltage on the KS signal wire. The bias voltage creates a voltage drop the PCM monitors and uses to help diagnose KS faults. The KS noise signal rides along this bias voltage, and due to the constantly fluctuating frequency and amplitude of the signal, will always be outside the bias voltage parameters. Another way to use the KS signals is for the PCM to learn the average normal noise output from the KS. The PCM uses this noise channel, and KS signal that rides along the noise channel, in much the same way as the bias voltage type does. Both systems will constantly monitor the KS system for a signal that is not present or falls within the noise channel. ^ The flat response KS uses a two-wire circuit. The KS signal rides within a noise channel which is learned and output by the PCM. This noise channel is based upon the normal noise input from the KS and is known as background noise. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the KS signal, keeping the signal within the channel. If there is knock, the signal will range outside the noise channel and the PCM will reduce spark advance until the knock is reduced. These sensors are monitored in much the same way as the broadband sensors, except that an abnormal signal will stay outside of the noise channel or will not be present. KS diagnostics can be calibrated to detect faults with the KS diagnostic inside the PCM, the KS wiring, the sensor output, or constant knocking from an outside influence such as a loose or damaged component. In order to determine which cylinders are knocking, the PCM uses KS signal information when the cylinders are near Top Dead Center (TDC) of the firing stroke. A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 3098 Electrical Symbols Part 3 Page 3202 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 7027 4. Connect the engine wiring harness connector to the junction block. NOTE: Refer to Fastener Notice in Cautions in Notices. 5. Install the bolts retaining the engine, IP, and forward lamp wiring harness connectors to the junction block. Tighten Tighten the electrical center junction block bolts to 7 N.m (62 lb in). 6. Connect the Instrument Panel (IP) wiring harness individual connectors to the junction block. Page 686 Turn Signal/Multifunction Switch C2 Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: Customer Interest Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Page 7282 Page 919 Electrical Symbols Part 4 Page 7684 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 4730 Disclaimer Page 5422 Disclaimer Page 8446 Compact Disc Player (CD): Description and Operation Remote CD Changer (CDX), If Equipped The remote CD changer allows for multiple compact disks to be played continuously without having to manually change compact discs. Normal size discs may be played using the slots supplied in the magazine. The magazine must first be loaded with discs before it can played. To load CD's, insert the CD's from bottom to top, placing the discs in the magazine label side up. If a disc is loaded label side down, the disc will not play and an error will occur. Care should be used to align and insert the disc into one disc tray only. Repeat this procedure for loading all of the discs in the magazine. Once the discs are loaded into the magazine, push the magazine into the changer in the direction of the arrow marked on the magazine. When the CD magazine is loaded, the changer will begin checking for discs in the magazine. This will continue for up to one and a half minutes, depending on the number of discs loaded. To eject the magazine from the player, push the CD changer door. The door will open. Then press the eject button. IMPORTANT: If the CD magazine fails to eject after the EJECT button has been pressed, do not attempt to pry the magazine from the CD changer. Whenever a CD magazine with discs is loaded in the changer, the CD changer symbol will appear on the radio display. If the CD changer is checking the magazine for CD's, the CD symbol will flash on the display until the changer is ready to play. Page 11046 1. Install the wiper blade on the wiper arm. 2. Install the wiper arm on the wiper transmission drive shaft. 2.1. Put the ignition switch in the ACCY position. 2.2. Set the wiper switch to the PULSE position. The windshield wiper system should be operating. 2.3. Turn the ignition off when the wipers are in the innerwipe position, same as the park position, and not moving. IMPORTANT: The measuring device must be held at 90 degrees, perpendicular, to the wiper blade. 2.4. Install the wiper arm onto the wiper transmission drive shaft while maintaining the following distances between the wiper blade and the bottom of the windshield: ^ Driver side-LH blade tip - 47 mm (1.85 in) ^ Passenger side-RH wiper arm - 90 mm (3.54 in) NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the wiper arm nut. Tighten Tighten the nut to 30 N.m (22 lb ft). 4. Install the cover to the wiper arm nut. 5. Connect the washer hose to the wiper arm. Page 8884 Rear Door Panel: Service and Repair Reflector Replacement Reflector Replacement - Rear Door Warning Removal Procedure Remove the warning reflector (1) from the rear door trim panel by disengaging the tabs with a small flat bladed tool. Installation Procedure 1. Align the tabs on the warning reflector (1) with the slots in the rear door trim panel. 2. Apply pressure to the warning reflector in order to engage the tabs to the trim panel. Page 4035 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 1320 Window Switch - Front Passenger Page 6057 14. Slide the spider assembly (1) off of the bar (3). 15. Clean the following items with cleaning solvent: - The tripot balls - The needle rollers - The housing 16. Remove all traces of old grease and any contaminates. 17. Dry all the parts. 18. Remove the trilobal tripot bushing from the housing. 19. Remove the spacer ring (2) and the seal (3) from the bar (4). 20. Inspect the following parts for damage or wear: - The seal (3) - The spider assembly (1) - The housing - The trilobal tripot bushing - The tripot balls - The needle rollers Assembly Procedure Page 3738 PCM Connector C2 Part 3 Page 3940 Body Control Module (BCM) C2 Part 1 Page 3907 Locations View Page 9800 Electrical Symbols Part 3 Page 9241 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Capacity Specifications Refrigerant System Capacities Page 3359 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Specifications Valve: Specifications Valve Margin - Minimum Intake ........................................................................................................................................................ 2.10 mm (0.083 inch) Valve Margin - Minimum Exhaust ..................................................................................................................................................... 2.70 mm (0.106 inch) Valve Stem Clearance ........................................................................................................................................... 0.026 0.068 mm (0.0010 - 0.0027 inch) Valve Face Angle ........................................................................... ...................................................................................................................... 45 degrees Page 7556 Acceptably Prepared (Cleaned-Up) Wheel Surface 6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially available tire sealant such as Patch Brand Bead Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat 7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel Removal and Installation in SI. Parts Information Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Locations Locations View Page 5192 Crankshaft Position Sensor: Connector Views Crankshaft Position (CKP) Sensor A Crankshaft Position (CKP) Sensor B Symptom Related Diagnostic Procedures Tires: Symptom Related Diagnostic Procedures Irregular or Premature Wear Tire Diagnosis - Irregular or Premature Wear Tire Wear Inspection Procedure 1. Inspect the front tire wear. 2. Inspect the rear tire wear. 3. Rotate the tires if any of the following conditions exist: ^ The amount of time or mileage since the last tire rotation matches the maintenance schedule. ^ The outer tread blocks are worn more than the middle tread blocks (1). ^ The outer tread blocks are worn more than the inner tread blocks (2). ^ The middle tread blocks are worn more than the outer tread blocks (4). 4. Measure the wheel alignment if any of the following conditions exist: ^ The tread blocks have feathered edges (3). ^ The outer tread blocks are worn more than the inner tread blocks (2). ^ The inner tread blocks are worn more than the outer tread blocks (2). 5. Inspect the struts or the shock absorbers if the tire tread exhibits a cupped appearance (3). Waddle Complaint Tire Diagnosis - Waddle Complaint Tire waddle is a side to side movement at the front of the vehicle and/or the rear of the vehicle. Tire waddle can be caused by the following conditions: ^ A steel belt not being straight within the tire ^ Excessive lateral runout of the tire Page 10567 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 11101 Wiper Motor: Service and Repair Wiper Motor Replacement TOOLS REQUIRED ^ J 39232 Wiper Transmission Separator ^ J 39529 Wiper Transmission Installer REMOVAL PROCEDURE 1. Remove the air inlet grille panel. 2. Disconnect the wiper motor electrical connector. 3. Remove the wiper drive system module screws. 4. Remove the wiper drive system module from the vehicle. 5. Using the J 39232, disconnect the wiper transmission from the wiper motor crank arm. Page 6372 6. Remove the cap from the tip of the bottle and carefully insert the tip, P/N 89022161, between the boot and piston, inward of the piston boot groove. 7. From the top side of the piston (reference diagram), inject the lubricant. With the caliper in the tilted position, the lubricant will flow down and work its way around the entire circumference of the seal. Let the caliper body assembly remain in this position for a minimum of 2 minutes to allow for the fluid to completely work its way around the seal. 8. Push the piston into the seal to ensure the lubricant is on both the piston and seal surface. Important: Excessive fluid could appear as a failure and lead to a comeback. To prevent unnecessary future repairs, it is important to only use one bottle per side and make sure excess fluid is wiped away. 9. Wipe away any excessive fluid. 10. Reassemble the caliper to the vehicle. Tighten Tighten the caliper bolts to 31 Nm (23 lb-ft). 11. Repeat Steps 1 - 9 on the opposite side of the vehicle, if necessary. 12. Pump the brake pedal to push the caliper piston back into place. 13. Reinstall the wheel and test drive the vehicle to verify repair. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 207 Body Control Module (BCM) C2 Part 2 Page 8155 For vehicles repaired under warranty use, the table. Disclaimer Page 541 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gage Fitting INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution and Fuel Gage Leak Caution in Service Precautions. NOTE: Clean all of the following areas before performing any disconnections in order to avoid possible contamination in the system: ^ The fuel pipe connections ^ The hose connections ^ The areas surrounding the connections IMPORTANT: Position the fuel pressure gage fitting to avoid contact with the belt. 1. Install the J 34730-1A with the J 34730-262 to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Refer to Fuel Storage Caution in Service Precautions. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool until all of the air is bled out of the gage. 6. Close the bleed valve on the fuel pressure gage. 7. Command the fuel pump ON with a scan tool. 8. Inspect for fuel leaks. REMOVAL PROCEDURE Page 4251 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 8391 Page 9925 Various symbols are used in order to describe different service operations. Page 8116 Disclaimer Page 10052 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 181 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1054 Mass Air Flow (MAF) Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 3514 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 10797 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 4507 6. Remove the upper (1) and the lower (2) mounting nuts from the pedal assembly. 7. Remove the pedal assembly. INSTALLATION PROCEDURE 1. Install the pedal assembly. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the upper (1) and the lower (2) mounting nuts to the pedal assembly. Tighten Tighten the mounting nuts to 27 N.m (20 lb ft). Spark Plug Wire Inspection Ignition Cable: Service and Repair Spark Plug Wire Inspection Spark plug wire integrity is vital for proper engine operation. A thorough inspection will be necessary to accurately identify conditions that may affect engine operation. Refer to the list below for items to be inspected. 1. Inspect for correct routing of the spark plug wires. Improper routing may cause cross-firing. Refer to Spark Plug Wire Replacement. 2. Inspect each wire for any signs of cracks or splits in the wire. 3. Inspect each boot for the following conditions: ^ Tearing ^ Piercing ^ Arcing ^ Carbon Tracking ^ Corroded terminal If corrosion, carbon tracking or arcing are indicated on a spark plug wire boot or terminal both the wire and the component connected to the wire should be replaced. Page 6743 Locations View Page 5919 3. Install the transmission mount thru bolt. - Tighten the thru bolt to 75 Nm (55 ft. lbs.). 4. Remove the jack stand and the wood block. 5. Lower the vehicle. Page 10615 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 3372 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 11085 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 3125 Throttle Position (TP) Sensor Page 1073 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 6970 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Page 4610 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 9741 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 299 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 1197 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 7644 Air Door Actuator / Motor: Service and Repair Recirculation Actuator Replacement REMOVAL PROCEDURE 1. Remove the IP carrier. 2. Disconnect the orange vacuum hose from the recirculation actuator. 3. Remove the recirculation actuator. 3.1. Lift the actuator lock tab. 3.2. Slide off the actuator. 4. Remove the actuator linkage from the recirculation actuator. Turn the linkage to remove. INSTALLATION PROCEDURE Page 5050 Crankshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 962 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 5010 Various symbols are used in order to describe different service operations. Page 6296 OnStar(R) - Aftermarket Device Interference Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Page 709 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Brakes - Creaking Noise On Slow Speed Braking Brake Caliper: Customer Interest Brakes - Creaking Noise On Slow Speed Braking File In Section: 05 - Brakes Bulletin No.: 04-05-23-004 Date: September, 2004 TECHNICAL Subject: Brake Noise/Creak During Slow Speed Braking (Lubricate Brake Caliper) Models: 1999-2003 Chevrolet Malibu 2004 Chevrolet Malibu Classic 1999-2004 Oldsmobile Alero 1999-2004 Pontiac Grand Am Condition Some customers may comment on a creak type noise occurring when applying the brakes. It is usually heard only during slow speed brake maneuvers. If this condition exists, it should be able to be duplicated when the vehicle is not moving by depressing the brake and listening for the noise from the wheel-well/caliper area. Cause This condition may be caused by a caliper piston to seal interface issue during brake apply. If the caliper is removed and the piston is pushed back, the noise may be eliminated. This is usually only a temporary fix. Correction DO NOT REPLACE CALIPER. To repair this condition, lubricate the entire circumference of the seal at the caliper piston interface using kluber Fluid and the following procedure: 1. Remove the wheel and reinstall two lug nuts. This will hold the rotor to the bearing surface so debris does not fall between the surfaces and cause lateral runout (LRO). 2. Remove the bottom bolt from the caliper assembly without disturbing the hydraulic system. 3. Swing the caliper assembly up so the caliper assembly is facing upward. 4. Thoroughly clean the piston boot with GM approved Brake Clean. Pay particular attention to the area where the boot interfaces with the piston. 5. Using compressed air, dry the piston/boot area. Page 3315 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Diagrams Page 2567 Radiator Hose: Service and Repair Outlet Radiator Hose Replacement - Outlet ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the cooling system. 2. Using the J 38185, reposition the hose clamp at the water pump housing. 3. Disconnect the outlet hose from (3) the water pump housing (1). 4. Using the J 38185, reposition the hose clamp at the radiator. 5. Disconnect the outlet hose (3) from the radiator (2). 6. Remove the outlet hose. Installation Procedure 1. Align the marks on the hose. Install the outlet hose to the radiator. 2. Install the outlet hose (3) to the radiator (2). 3. Using the J 38185, reposition and install the hose clamp at the radiator. 4. Install the outlet hose (3) to the water pump housing (1). 5. Using the J 38185, reposition and install the hose clamp at the water pump housing. 6. Fill the cooling system. Page 707 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 6230 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the TCC solenoid retainer clip (304), the TCC solenoid (335), with two O-rings (337, 338), and screen, the TCC regulated apply valve (339) and the spring (340). Installation Procedure 1. Install the spring (340), the TCC regulated apply valve (339), the TCC solenoid (335) with two O-rings (337 and 338) and screen, and the TCC solenoid retainer clip (304). 2. Install the transmission side cover. Page 10175 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. A/C - Control Knob Replacement Availability Control Assembly: Technical Service Bulletins A/C - Control Knob Replacement Availability Bulletin No.: 04-01-37-001 Date: January 06, 2004 INFORMATION Subject: HVAC Control Knob Replacement Models: 2000-2004 All Passenger Cars and Light Duty Trucks 2003-04 HUMMER H2 HVAC Control Knob Availability Important: If a knob becomes loose or broken, you MUST first check for availability of the control knob before attempting to replace the entire HVAC controller. The various knobs used on the HVAC controls of most GM vehicles are available for purchase separately from the HVAC head units. If a knob becomes loose or broken, you MUST first check for availability of the control knob before attempting to replace the entire HVAC controller. Please use only the labor operation code listed below when replacing an HVAC control knob. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 7005 LH IP Fuse Block Page 10190 Conversion - English/Metric Page 2378 11. Remove the drive belt tensioner. 12. Remove water pump pulley bolts and pulley. 13. Remove the Thermostat bypass pipe. 14. Remove the lower radiator hose to coolant outlet housing. 15. Remove the upper front cover bolts (2). 16. Remove the front cover. 17. Remove the front cover oil seal. 18. Clean the mating surfaces of the following items: 18.1. The front cover 18.2. The oil pan 18.3. The cylinder block 19. Clean the sealing surfaces using degreaser. Installation Procedure Important: Do not damage the sealing surfaces. 1. Install the front cover gasket. 2. Install the front cover oil seal. 3. Place the front cover on the engine. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the upper 2 front cover bolts (2). Tighten the front cover (upper) bolts to 21 Nm (15 ft. lbs.). 5. Install the lower radiator hose to coolant housing. 6. Install the thermostat bypass pipe. 7. Raise the vehicle. 8. Install the front cover (lower) bolts (1). ^ Tighten the front cover (small) bolts (1) to 21 Nm (15 ft. lbs.). ^ Tighten the front cover (large) bolts (2) to 47 Nm (35 ft. lbs.). Page 5632 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 2804 Electrical Symbols Part 2 Page 261 PCM Connector C2 Part 1 Page 10958 Rear Door Window Glass Weatherstrip: Service and Repair Rear Door Window Belt Outer Sealing Strip Replacement Sealing Strip Replacement - Rear Door Window Belt Outer Removal Procedure 1. Remove the rear door outer belt sealing strip screw (1) from the rear door outer belt sealing strip (2). 2. Pull up on the door outer belt sealing strip (2) in order to release the strip from the retaining clips. 3. Remove the rear door outer belt sealing strip (2) from the door. Installation Procedure 1. Align the rear door outer belt sealing strip clips to the slots in the rear door. Push down until an audible snap is heard at each retaining clip in order to engage the door outer sealing strip (2) to the rear door. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear door outer belt sealing strip screw (1) to the rear door outer belt sealing strip (2). Tighten the rear door outer belt sealing strip screw to 1 N.m (9 lb in). Page 10108 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1126 Equivalents - Decimal And Metric Part 1 Page 6116 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 182 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 4571 Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards The following gasoline brands meet the TOP TIER Detergent Gasoline Standards in all octane grades : Chevron Canada (markets in British Columbia and western Alberta) - Shell Canada (nationally) - Petro-Canada (nationally) - Sunoco-Canada (Ontario) - Esso-Canada (nationally) What is TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency and no metallic additives. It meets new, voluntary deposit control standards developed by six automotive companies that exceed the detergent recommendations of Canadian standards and does not contain metallic additives, which can damage vehicle emission control components. Where Can TOP TIER Detergent Gasoline Be Purchased? The TOP TIER program began in the U.S. and Canada on May 3, 2004. Some fuel marketers have already joined and introduced TOP TIER Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, they will appear on a list of brands that meet the TOP TIER standards. Who developed TOP TIER Detergent Gasoline standards? TOP TIER Detergent Gasoline standards were developed by six automotive companies: BMW, General Motors, Honda, Toyota, Volkswagen and Audi. Why was TOP TIER Detergent Gasoline developed? TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in gasoline. In the U.S., government regulations require that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In Canada, gasoline standards recommend adherence to U.S. detergency requirements but do not require it. In fact, many brands of gasoline in Canada do not contain any detergent additive. In order to meet TOP TIER Detergent Gasoline standards, a higher level of detergent is needed than what is required or recommended, and no metallic additives are allowed. Also, TOP TIER was developed to give fuel marketers the opportunity to differentiate their product. Why did the six automotive companies join together to develop TOP TIER? All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency and the intentional addition of metallic additives is an issue of concern to several automotive companies. What are the benefits of TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" recommended by Canadian standards. Clean engines help provide optimal fuel economy and engine performance, and also provide reduced emissions. Also, the use of TOP TIER Detergent Gasoline will help reduce deposit related concerns. Who should use TOP TIER Detergent Gasoline? All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" recommended by Canadian standards. Those vehicles that have experienced deposit related concerns may especially benefit from use of TOP TIER Detergent Gasoline. More information on TOP TIER Detergent Gasoline can be found at this website, http://www.toptiergas.com/. Page 10235 Involved are certain 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass built within the VIN breakpoints shown. Page 7873 2. Connect the temperature actuator electrical connector. 3. Connect the blower motor resistor electrical connector. 4. Connect the blower motor electrical connector. 5. Install the wiring harness clips (3) to the HVAC module assembly bracket. Page 2647 5. Install the exhaust manifold heat shield bolts. Tighten the exhaust manifold heat shield bolts to 10 Nm (89 inch lbs.). 6. Install catalytic converter. 7. Lower vehicle. 8. Connect oxygen sensor. 9. Install EGR pipe. 10. Install the exhaust crossover pipe. Page 3261 Throttle Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 10718 Parts Information Customer Notification General Motors will notify customers of this special policy on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Page 1741 Tires: Technical Service Bulletins Tires/Wheels - Tire Puncture Repair Procedures INFORMATION Bulletin No.: 04-03-10-001F Date: April 27, 2010 Subject: Tire Puncture Repair Procedures For All Cars and Light Duty Trucks Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-001E (Section 03 - Suspension). This bulletin covers puncture repair procedures for passenger car and light duty truck radial tires in the tread area only. The tire manufacturer must be contacted for its individual repair policy and whether or not the speed rating is retained after repair. Caution - Tire changing can be dangerous and should be done by trained professionals using proper tools and procedures. Always read and understand any manufacturer's warnings contained in their customers literature or molded into the tire sidewall. - Serious eye and ear injury may result from not wearing adequate eye and ear protection while repairing tires. - NEVER inflate beyond 275 kPa (40 pounds) pressure to seat beads. Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. - NEVER stand, lean or reach over the assembly during inflation. Repairable area on a radial tire. Important - NEVER repair tires worn to the tread indicators 1.59 mm (2/32") remaining depth). - NEVER repair tires with a tread puncture larger than 6.35 mm (1/4"). - NEVER substitute an inner tube for a permissible or non-permissible repair. - NEVER perform an outside-in tire repair (plug only, on the wheel). - Every tire must be removed from the wheel for proper inspection and repair. - Regardless of the type of repair used, the repair must seal the inner liner and fill the injury. - Consult with repair material supplier/manufacturer for repair unit application procedures and repair tools/repair material recommendations. Three basic steps for tire puncture repair: 1. Remove the tire from the wheel for inspection and repair. Page 5196 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (7X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Remove the right tire and wheel. 4. Turn steering wheel fully to the left. 5. Disconnect the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from engine. 8. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install the sensor to the block. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor attaching bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the sensor electrical connector. 5. Install the right tire and wheel. Page 2976 Fuel Tank Pressure Sensor: Service and Repair REMOVAL PROCEDURE 1. Remove the fuel tank. 2. Disconnect the fuel tank pressure sensor electrical connector. 3. Remove the fuel tank pressure sensor from the fuel sender. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor to the fuel sender. 2. Connect the fuel tank pressure sensor electrical connector. 3. Install the fuel tank. Page 10752 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Lighting - Exterior Lamp Condensation and Replacement Tail Lamp: All Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Page 1355 The D height dimension measurement determines the proper rear end ride height. There is no adjustment procedure. Repair may require replacement of suspension components. 1. With the vehicle on a flat surface, lift upward on the rear bumper 38 mm (1.5 inch). 2. Gently remove your hands. Allow the vehicle to settle into position. 3. Repeat the jouncing operation 2 more times for a total of 3 times. 4. Measure the D height by measuring the bottom of the strut to the support surface forward of the mounting bolt. 5. Push the rear bumper downward to 38 mm (1.5 inch). 6. Gently remove your hands. Allow the vehicle to settle into position. 7. Repeat the jouncing operation 2 more times for a total of 3 times. 8. Measure the D height dimension. 9. The true D height dimension number is the average of the high and the low measurements. Refer to Trim Height Specifications. 10. If these measurements are out of specifications, inspect for the following conditions: ^ Improper weight distribution ^ Collision damage ^ Worn or damaged suspension components Page 6628 in any way. It may be necessary to adjust the rear brakes to obtain the proper tension in the system. 6. Install the park brake cable (4) to the park brake lever (1). 7. Install the park brake pedal and nuts (5). 8. Install the PCM and bracket. 9. Install the carpet to the left side of the vehicle. 10. Install the left carpet retainer. 11. Install the left sound insulator. Page 638 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 4385 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 543 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 3012 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 977 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 7259 13. Insert a 0.25 mm gage (1) between the rack (2) and the inner tie rod housing in order to check both stakes. The feeler gauge (1) must not pass between the rack and the housing stake. 14. Slide the shock dampener (2) over the inner tie rod housing (3) until the front lip of the shock dampener (2) bottoms against the inner tie rod housing (3). 15. To assemble the rack and pinion boot and the breather tube. Refer to Rack and Pinion Boot and Breather Tube Replacement - Off Vehicle. Page 9642 Electrical Symbols Part 3 Page 5920 Transmission Mount: Service and Repair Transmission Mount Replacement- Rear Transmission Mount Replacement- Rear Removal Procedure 1. Raise the vehicle. Refer to Vehicle Lifting. 2. Remove the left front wheel. 3. Remove the front fender liner. 4. Remove the mount thru bolt (1). 5. Remove the mount bolts. 6. Remove the mount. Installation Procedure Page 8674 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 1101 Electrical Symbols Part 1 Page 120 Compressor Clutch Relay: Service and Repair COMPRESSOR RELAY REPLACEMENT REPAIR PROCEDURE 1. Remove the electrical center cover. 2. Remove the A/C compressor control relay from the electrical center. INSTALLATION PROCEDURE 1. Install the A/C compressor control relay to the electrical center. 2. Install the electrical center cover. Page 2138 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 9685 Dimmer Switch: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 874 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 11103 3. Using the J 39529, connect the wiper transmission to the wiper motor crank arm. 4. Position the wiper drive system module to the vehicle. 5. Install the wiper drive system module screws. Tighten Tighten the screws to 10 N.m (89 lb in). 6. Connect the wiper motor electrical connector. 7. Install the air inlet grille panel. Page 6277 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 9315 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Service and Repair Front Door Limiter: Service and Repair Door Check Link Replacement - Front Removal Procedure 1. Remove the front door water deflector. 2. Remove the front door system locking module. 3. Remove the front door check link bolt. 4. Using a small flat-bladed tool, remove the front door check link grommet (3). 5. Remove the front door check link nuts (2). 6. Remove the front door check link (1) from the door. Installation Procedure Important: The letters R and L are molded into the check link arm. If you are installing on the right side, the letter R must face up. If you are installing on the left side, the letter L must face up. 1. Position the front door check link (1) to the door. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the front door check link nuts (2). Page 4564 Mass Air Flow (MAF) Sensor Page 3243 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3115 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 926 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Locations Canister Purge Solenoid: Locations Locations View Locations Fuel Pump Relay: Locations FUEL PUMP RELAY Underhood Fuse Block (Part 1) Page 7664 5. Install the left side insulator panel. 6. Install the right side insulator panel. 7. Install the console. Page 3965 Electrical Symbols Part 3 OnStar(R) - Re-establishing OnStar(R) Communications Cellular Phone: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 478 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Locations Locations Views Page 6566 1. Lubricate the new piston seal (4) with Delco Supreme II (R) GM P/N 12377967, Canadian P/N 992667 or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 2. Install the lubricated, new piston seal (4) into the caliper bore. 3. Install the caliper piston (3) into the caliper bore. 4. Install the new caliper dust boot seal (2). 5. Install the bleeder valve (5) and cap (6) to the caliper and tighten the valve securely. 6. Install the brake caliper to the vehicle. Page 10186 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Diagrams Page 2248 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 8161 Disclaimer Page 3900 9. Install the instrument panel closeout/insulator panel screws. Tighten Tighten the screws to 2 N.m (18 lb in). Parts Information Parts are available from any local auto parts store. The phone number for 3M(R) is 1-800-364-3577. Warranty Information For vehicles repaired under warranty, use the table shown. DISCLAIMER Page 4992 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 4746 8. Install the new O-rings on the fuel feed pipe and fuel return pipe. 9. Connect the fuel feed pipe at the fuel rail. Tighten Tighten the fuel feed pipe nut to 17 N.m (13 lb ft). 10. Connect the fuel return pipe at the fuel pressure regulator. Tighten Tighten the fuel return pipe nut to 17 N.m (13 lb ft). 11. Install the upper intake manifold. 12. Connect the negative battery cable. 13. Inspect for fuel leaks. 13.1. Turn ON the ignition for 2 seconds. 13.2. Turn OFF the ignition for 10 seconds. 13.3. Turn ON the ignition. 13.4. Inspect for fuel leaks. Page 3921 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 10270 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Cell Phone - Error Messages, Bulletin Cancellation Cellular Phone: All Technical Service Bulletins Cell Phone - Error Messages, Bulletin Cancellation Bulletin No.: 02-08-46-004A Date: April 11, 2006 INFORMATION Subject: Cellular Error Messages Received When Trying to Connect to OnStar(R) Models: 2000-2002 Passenger Cars and Light Duty Trucks with Factory-Installed OnStar(R) Supercede: This bulletin is being revised to cancel this bulletin. The Subject information is addressed in Corporate Bulletin Number 03-08-46-004B. Please discard Corporate Bulletin Number 02-08-46-004 (Section 08 - Body & Accessories). Please reference Corporate Bulletin Number 03-08-46-004B for the Subject information. Disclaimer Locations Oxygen Sensor: Locations Locations View Page 1048 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 6571 Brake Caliper: Service and Repair Disc Brake Hardware Replacement Disc Brake Hardware Replacement Removal Procedure 1. Remove the disc brake caliper bolts (1). 2. Using a C-clamp installed to the center of the outer disc brake pad and the back of the caliper, slowly compress the caliper piston into its bore just enough to remove the caliper from the mounting bracket. 3. Remove the disc brake caliper (2) from the mounting bracket. 4. Remove the disc brake pads (5) from the disc brake caliper bracket. 5. Remove the disc brake pad retainers (4) from the disc brake caliper bracket. 6. Remove the caliper pins (5) from the disc brake caliper mounting bracket (3). 7. Remove the caliper pin boots (4) from the disc brake caliper mounting bracket. 8. Lightly wire brush all brake pad contact areas in order to remove any corrosion. Installation Procedure Locations Locations View Page 9948 Fuel Gauge Sender: Description and Operation Fuel Level Sensor The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the class 2 circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 920 Oxygen Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Engine/Cooling System - Oil or Coolant Leaks Intake Manifold Gasket: All Technical Service Bulletins Engine/Cooling System - Oil or Coolant Leaks TECHNICAL Bulletin No.: 03-06-01-010C Date: April 08, 2008 Subject: Engine Oil or Coolant Leak (Install New Lower Intake Manifold Gasket) Models: 2000-2003 Buick Century 2002-2003 Buick Rendezvous 1996 Chevrolet Lumina APV 1997-2003 Chevrolet Venture 1999-2001 Chevrolet Lumina 1999-2003 Chevrolet Malibu, Monte Carlo 2000-2003 Chevrolet Impala 1996-2003 Oldsmobile Silhouette 1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1996-1999 Pontiac Trans Sport 1999-2003 Pontiac Grand Am, Montana 2000-2003 Pontiac Grand Prix 2001-2003 Pontiac Aztek with 3.1L or 3.4L V-6 Engine (VINs J, E - RPOs LG8, LA1) Supercede: This bulletin is being revised to update the Parts Information and add an Important statement. Please discard Corporate Bulletin Number 03-06-01-010B (Section 06 - Engine). Condition Some owners may comment on an apparent oil or coolant leak. Additionally the comments may range from spots on the driveway to having to add fluids. Cause Lower Intake manifold may be leaking allowing coolant oil or both to leak from the engine. Correction Install a new design lower intake manifold gasket. The material used in the gasket has been changed in order to improve the sealing qualities of the gasket. When replacing the gasket the lower intake manifold bolts must also be replaced and torqued in sequence to a specification. Important: The gasket kit part number listed below now includes the new bolts (4 long bolts and 4 short bolts) with the pre-applied threadlocker on them. It is no longer necessary to order the bolts separately when ordering gaskets. Notice: OnStar(R)/Cell Phone - Integration Cellular Phone: All Technical Service Bulletins OnStar(R)/Cell Phone - Integration Bulletin No.: 01-08-46-004A Date: March 08, 2005 INFORMATION Subject: Vehicle Integration of Cellular Phones and Normal Operating Characteristics Models: 2002 and Prior Passenger Cars and Trucks Supercede: This bulletin is being issued to cancel Corporate Bulletin Number 01-08-46-004. Please discard all copies of Corporate Bulletin Number 01-08-46-004 (Section 08 - Body and Accessories). This bulletin effectively cancels Corporate Bulletin Number 01-08-46-004. OnStar(R) no longer offers cellular phones as part of the OnStar(R) system. Disclaimer Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: All Technical Service Bulletins Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Page 2824 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 737 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 2047 Drive Belt: Service and Repair Drive Belt Replacement Removal Procedure Notice: Routine inspection of the belt may reveal cracks in the belt ribs. These cracks will not impair the belt performance. The belt should be replaced if the belt slip occurs if a section of the belt ribs are missing. A single serpentine drive belt is used to drive all engine accessories. All belt driven accessories are rigidly mounted with the belt tension maintained by a spring loaded tensioner. The indicator on the movable portion of the tensioner must be within the limits of the marks of the stationary portion of the tensioner. Any reading outside of these limits indicates either a defective belt or tensioner. 1. Remove engine mount. 2. Rotate the drive belt tensioner in a clockwise motion using a box end wrench. 3. Remove the drive belt. Installation Procedure 1. Rotate the drive belt tensioner in a clockwise motion using a box end wrench. 2. Install the drive belt. Connect the serpentine drive belt last to the power steering pulley. 3. Install engine mount. Page 909 Engine Oil Level Switch Page 2272 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Service and Repair Valve Guide Seal: Service and Repair Valve Stem Oil Seal and Valve Spring Replacement ^ Tools Required J22794 Spark Plug Port Adapter - J 5892-D Valve Spring Compressor - J 38606 Valve Spring Compressor Removal Procedure 1. Remove the spark plugs. 2. Remove the rocker arms. 3. Install the J22794 to the spark plug port. 4. Apply compressed air in order to hold the valves in place. 5. Compress the valve spring using the J 5892-D or the J 38606. 6. Measure the following items: ^ The valve locks ^ The valve cap ^ The valve spring 7. Remove the valve stem oil seal. Installation Procedure 1. Install the valve stem oil seal. Use the plastic sleeve provided. Press the oil seal over the valve guide boss. 2. Assemble the following items: ^ The spring seat ^ The valve spring ^ The valve cap 3. Compress the valve spring using the J 38606 or the J 5892-D. 4. Install the valve locks. Hold the valve locks in place with grease if needed. 5. Release the valve spring. Ensure that the valve locks are seated. 6. Install the rocker arms. 7. Install the spark plugs. Page 1639 24. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 25. Slowly depress and release the brake pedal. Observe the feel of the brake pedal. 26. If the brake pedal feels spongy perform the following steps: 26.1. Inspect the brake system for external leaks. 26.2. Using a scan tool, perform the antilock brake system automated bleeding procedure to remove any air that may have been trapped in the BPMV. 27. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. 28. If the brake system warning lamp remains illuminated. Refer to Symptoms - Hydraulic Brakes. Page 523 Fuel Gauge Sender: Service and Repair REMOVAL PROCEDURE 1. Remove the fuel sender assembly. 2. Remove the fuel pump electrical retaining clip at the top of the fuel sender assembly. 3. Disconnect the fuel pump and fuel level sensor electrical connector. 4. Depress the 3 tabs (1) securing upper fuel reservoir and slide upward until free of lower reservoir (2). 5. Depress the tab on the fuel level sensor (1) while sliding up and out of the housing. 6. Remove the retaining clip from the electrical connector. 7. Remove the fuel level sensor wires from the connector, taking care to note the location of the wires. INSTALLATION PROCEDURE IMPORTANT: ^ Make sure the wires are routed under the fuel level sensor. ^ Make sure the tab locks in place. Page 4566 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Disconnect the intake air temperature (IAT) sensor electrical connector. 3. Disconnect the MAP sensor (1) electrical connector. 4. Remove the air inlet duct from the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing. INSTALLATION PROCEDURE 1. Install the MAF sensor (1) to the air filter housing. 2. Install the air inlet duct to the MAF sensor and the throttle body. 3. Connect the IAT sensor electrical connector. 4. Connect the MAF sensor electrical connector. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Wheel Bearing/Hub Replacement - Rear Wheel Bearing: Service and Repair Wheel Bearing/Hub Replacement - Rear Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assemblies. Notice: Do not hammer on brake drum as damage to the bearing could result. 3. Remove the brake drum. 4. Remove the hub and bearing assembly (4) from the axle (2). The top rear attaching bolt (5) and nut (1) will not clear the brake shoe (3) when removing the hub and bearing assembly. Partially remove the hub and bearing assembly prior to removing this bolt. 5. Disconnect the rear ABS wheel speed sensor wire connector. 6. Remove the hub and bearing assembly (4) from the vehicle. Installation Procedure 1. Connect the rear ABS wheel speed sensor wire connector. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the hub and bearing assembly (4). Position the top rear attaching bolt (5) in the hub and bearing assembly prior to the installation in the axle assembly (2). ^ Tighten the hub bolts to 85 Nm (62 ft. lbs.). 3. Install the brake drum. 4. Install the tires and wheels. 5. Lower the vehicle. Page 540 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 1167 Crankshaft Position Sensor: Connector Views Crankshaft Position (CKP) Sensor A Crankshaft Position (CKP) Sensor B Page 1470 Disclaimer Page 2903 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Fuel Hose/Pipes Replacement - Filter to Engine Fuel Supply Line: Service and Repair Fuel Hose/Pipes Replacement - Filter to Engine TOOLS REQUIRED J 37088-A Fuel Line Quick-Connect Separator Tool Set REMOVAL PROCEDURE NOTE: Do not attempt to repair the engine fuel feed pipe or the engine fuel return pipe. Replace a damaged engine fuel feed pipe or the engine fuel return pipe. 1. Relieve the fuel system fuel pressure. Refer to Fuel Pressure Relief Procedure. 2. Clean all engine fuel pipe connections and areas surrounding the engine fuel pipe connections before disconnecting the engine fuel pipe connections to avoid possible contamination of the fuel system. 3. Disconnect the quick-connect fittings in the engine compartment. 4. Plug the chassis fuel feed pipe and the chassis fuel return pipe as required. 5. Remove the upper intake manifold assembly. 6. Disconnect the engine fuel return pipe from the fuel pressure regulator. Discard the O-ring. Page 2135 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 10415 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 1715 Vehicle Lifting: Service and Repair Jacking When you are lifting a vehicle with a vehicle jack or a floor jack, block the wheels at the opposite end from which you are lifting. Use jack stands to provide additional support. Under the Frame Rails Position the floor jack pad under the frame rail shipping slot reinforcements. IMPORTANT: ^ The floor jack pad must not contact the rocker panel to the outside of the frame rail shipping slot reinforcements. ^ The floor jack pad must not contact or the floor pan. Under The Front Suspension Crossmember Under the Front Suspension Crossmember Position the floor jack pad as follows: ^ Spanning at least two of the (front suspension crossmember) rear reinforcement ribs (preferred location). ^ Spanning both of the (front suspension crossmember) front reinforcement ribs (optional location). Under the Rear Suspension Crossmember Position the floor jack pad as follows: IMPORTANT: The floor jack pad must not be placed under the (rear suspension crossmember) front reinforcement rib. Page 4023 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 2116 Oil Pressure Sender: Locations Locations View Locations Page 2528 Electrical Symbols Part 1 Page 10867 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 10621 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Spark Plug Wire Inspection Ignition Cable: Service and Repair Spark Plug Wire Inspection Spark plug wire integrity is vital for proper engine operation. A thorough inspection will be necessary to accurately identify conditions that may affect engine operation. Refer to the list below for items to be inspected. 1. Inspect for correct routing of the spark plug wires. Improper routing may cause cross-firing. Refer to Spark Plug Wire Replacement. 2. Inspect each wire for any signs of cracks or splits in the wire. 3. Inspect each boot for the following conditions: ^ Tearing ^ Piercing ^ Arcing ^ Carbon Tracking ^ Corroded terminal If corrosion, carbon tracking or arcing are indicated on a spark plug wire boot or terminal both the wire and the component connected to the wire should be replaced. Page 267 6. Slide the PCM from the PCM bracket. INSTALLATION PROCEDURE Remove the new PCM from the packaging and inspect the service number to verify the number is the same number, or an updated number, as the faulty PCM. 1. Slide the PCM into the PCM bracket. NOTE: Do not touch the PCM connector pins or soldered components on the circuit board in order to prevent possible electrostatic discharge (ESD) damage. Do not remove the integrated circuit boards from the carrier. 2. Install the PCM electrical connectors. 3. Tighten the PCM connector screws (1). 4. Install the left hush panel. 5. Connect the negative battery cable. IMPORTANT: The replacement PCM must be reprogrammed and the crankshaft position (CKP) system variation learn procedure must be performed. 6. Program the PCM. See: Testing and Inspection/Programming and Relearning 7. The replacement PCM will NOT allow secondary air injection (AIR) pump operation until a total of 16 km (10 mi) have accumulated. Service and Repair Thermostat: Service and Repair Thermostat Replacement Removal Procedure 1. Remove the thermostat housing. 2. Remove the thermostat. 3. Clean the mating surfaces. Installation Procedure 1. Install the thermostat. 2. Install the thermostat housing. 3. Inspect the system for leaks. Page 5751 Parts are currently available from GMSPO. Disclaimer Tire Mounting and Dismounting Tires: Service and Repair Tire Mounting and Dismounting Tire Mounting and Dismounting Notice: Use a tire changing machine in order to dismount tires. Do not use hand tools or tire irons alone in order to remove the tire from the wheel. Damage to the tire beads or the wheel rim could result. Notice: Do not scratch or damage the clear coating on aluminum wheels with the tire changing equipment. Scratching the clear coating could cause the aluminum wheel to corrode and the clear coating to peel from the wheel. Notice: Damage to either the tire bead or the wheel mounting holes can result from the use of improper wheel attachment or tire mounting procedures. It takes up to 70 seconds for all of the air to completely exhaust from a large tire. Failure to follow the proper procedures could cause the tire changer to put enough force on the tire to bend the wheel at the mounting surface. Such damage may result in vibration and/or shimmy, and under severe usage lead to wheel cracking. 1. Deflate the tire completely. Important: Rim-clamp European-type tire changers are recommended. 2. Use the tire changer in order to remove the tire from the wheel. 3. Use a wire brush or coarse steel wool in order to remove any rubber, light rust or corrosion from the wheel bead seats. Notice: When mounting the tires, use an approved tire mounting lubricant. DO NOT use silicon or corrosive base compounds to lubricate the tire bead and the wheel rim. A silicon base compound can cause the tire to slip on the rim. A corrosive type compound can cause tire or rim deterioration. 4. Apply GM P/N 12345884 (Canadian P/N 5728223) or equivalent to the tire bead and the wheel rim. 5. Use the tire changer in order to install the tire to the wheel. Caution: To avoid serious personal injury, do not stand over tire when inflating. The bead may break when the bead snaps over the safety hump. Do not exceed 275 kPa (40 psi) pressure when inflating any tire if beads are not seated. If 275 kPa (40 psi) pressure will not seat the beads, deflate, relubricate the beads and reinflate. Overinflation may cause the bead to break and cause serious personal injury. 6. Inflate the tire to the proper air pressure. 7. Ensure that the locating rings are visible on both sides of the tire in order to verify that the tire bead is fully seated on the wheel. Page 2006 Rocker Arm Assembly: Specifications Rocker Arm Ratio ................................................................................................................................ ........................................................................ 1.60:1 Valve Rocker Arm Bolt: TSB 02-06-01-034 First Pass ............................................................................................................................................. ............................................... 14 Nm (124 in. lbs.) Final Pass ........................................................... ............................................................................................................................................ (30 degrees) Page 1173 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (24X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle on hoist. Refer to Lifting and Jacking the Vehicle. 3. Remove the crankshaft harmonic balancer. 4. Note the routing of sensor harness before removal. 5. Remove the harness retaining clip with bolt. 6. Disconnect the sensor electrical connector. 7. Remove the sensor bolts (4). 8. Remove the sensor. INSTALLATION PROCEDURE 1. Install the 24X crankshaft position sensor (1) with bolts (4) and route harness as noted during removal. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the harness retaining clip (3) with bolt (4). Tighten Tighten the CKP sensor bolts to 10 N.m (89 lb in). 3. Connect the sensor electrical connector. 4. Install the balancer on the crankshaft. 5. Lower vehicle. Page 3478 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 477 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6826 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 252 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 649 Various symbols are used in order to describe different service operations. Page 5810 For vehicles repaired under warranty, use the table. Disclaimer Page 5854 1. Install the range selector cable through the cowl and carpet. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the range selector cable grommet and the bolts in the cowl. - Tighten the grommet bolts to 2 Nm (18 inch lbs.). 3. Install the range selector cable into the bracket. 4. Connect the transaxle range selector cable terminal to the shift lever pin. 5. Push the cable locking clip fully downward. 6. Install the center control. 7. Position the range selector cable to the transaxle cable bracket. 8. Connect the transaxle range selector cable terminal to the transaxle manual shift lever pin. 9. Place the shift lever in NEUTRAL. NEUTRAL can be located by rotating the selector shaft clockwise from PARK through REVERSE to NEUTRAL. 10. Place the shift control assembly in NEUTRAL. 11. Push on the cable adjuster (4) in order to adjust cable in the cable mounting bracket. Page 7550 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Page 9523 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 4380 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 9710 IP Dimmer Switch Specifications Transmission Speed Sensor: Specifications Speed Sensor Housing to Case .............................................................................................................................................................. 11 Nm (97 inch lbs.) Sensor, Input Speed-M6 x 1.0 x 15.0 (Qty 1) ..................................................................................................................................... 12 Nm (106 inch lbs.) Sensor, Output Speed (Stud)-M6 x 1.0 x 15.0 (Qty 1) ........................................................................................................................ 12 Nm (106 inch lbs.) Page 9389 Seat Back: Service and Repair Seat Back Center Pivot Replacement - Rear Folding Seat Back Center Pivot Replacement - Rear Folding Removal Procedure 1. Remove the rear folding seat back. 2. Remove the seat back center pivot bolts. 3. Remove the seat back center pivot from the floor. Installation Procedure 1. Position the seat back center pivot to the rear floor. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the seat back center pivot bolts. Tighten the bolts to 10 N.m (89 lb in). 3. Install the rear folding seat back. Page 7270 Steering Wheel: Service and Repair Steering Column Replacement Removal Procedure 1. Disable the Supplemental Inflatable Restraint (SIR) system. 2. Remove the steering wheel. 3. Remove the trim covers. 4. Disconnect the electrical connectors (3) from the multifunction switch (1). 5. Remove the electrical harness from the steering column. 6. Remove the SIR coil. 7. Remove the driver's insulator panel. 8. Remove the upper pinch bolt (3) from the intermediate shaft (4). 9. Remove the steering column lower mounting bolts (3). 10. Remove the steering column upper mounting bolts (1). Notice: Once the steering column is removed from the vehicle, the column is extremely susceptible to damage. Dropping the column assembly on the Page 1622 Refrigerant: Fluid Type Specifications Refrigerant Type .................................................................................................................................. ..................................................................... R-134a Page 6450 Page 10023 Various symbols are used in order to describe different service operations. Page 563 Ambient Light Sensor Page 10355 7. Release the tabs to remove the circuit board from the tail lamp. 8. Pull the bulbs from the sockets. INSTALLATION PROCEDURE 1. Press the tail lamp bulbs into the sockets until fully seated. 2. Install the circuit board to the tail lamp retainers. Press until the tabs are fully seated. Specifications Valve Clearance: Specifications The manufacturer indicates that this vehicle has hydraulic lifters or adjusters and therefore does not require adjustment. Page 3176 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 3783 Steps 9-10 OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Navigation System: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Page 7860 1. Install new seal washers to the compressor ports. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the block fitting bolt to the compressor. Tighten Tighten the block fitting bolt to 33 N.m (24 lb ft). 3. Install the new seal washer to the accumulator end of the compressor hose. 4. Install the compressor hose assembly and nut to the accumulator. Tighten Tighten the nut to 25 N.m (18 lb ft). 5. Install the right front fender liner. 6. Lower the vehicle. Page 10008 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3218 Equivalents - Decimal And Metric Part 1 Service Precautions Seat Belt: Service Precautions Before servicing or replacing lap and shoulder belts, including single loop seat belt systems, refer to the following precautions: ^ Clean the seat belt webbing with a mild soap and water solution only, using a soft brush or cloth. ^ Do not bleach or dye the seat belt webbing. ^ Keep sharp edges and other damaging objects away from the seat belts. ^ Replace any seat belts which are cut or damaged in any way. ^ Do not bend or damage any portion of the seat belt buckle or the latch plate. ^ Use only the correct seat belt anchor bolts and nuts and tighten them to the correct torque value. Refer to Fastener Tightening Specifications. ^ Start the anchor bolts and nuts by hand to ensure that they are not cross-threaded. ^ Seat belts and retractors must be serviced as a set with service replacement parts only. Do not attempt to make repairs to the individual components. ^ Do not remove the seat belt retractor cover. The seat belt retractor cover and the long rivet securing the belt retractor cover to the retractor are not available as service replacement parts. ^ Verify that the replacement part number is correct for the vehicle at that seating position. Do not substitute a seat belt from a different seating position. ^ Replace any seat belts which have a visible CAUTION label instructing replacement. Page 3365 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 4900 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 2031 Disclaimer Diagrams Power Door Lock Switch: Diagrams Door Lock Switch - Driver Door Lock Switch - Front Passenger Page 889 Conversion - English/Metric Brake Rotor Replacement Brake Rotor/Disc: Service and Repair Brake Rotor Replacement Brake Rotor Replacement Removal Procedure 1. Remove the caliper bracket. 2. Remove the brake rotor (1). 3. Clean the metal contact surfaces between the brake rotor (1) and the hub bearing flange (2). Installation Procedure 1. Install the brake rotor (1). 2. Install the caliper bracket. 3. Lower the vehicle. Locations Underhood Fuse Block (Part 1) Page 5483 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the center console. 3. Disconnect electrical connector from the shift lock control (2) for the automatic transmission (AT). 4. Remove both ends of the AT shift lock control from pivot points (1). Installation Procedure Locations Locations View Electrical - Aftermarket Fuse Warning Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Page 7628 Accumulator HVAC: Service and Repair ACCUMULATOR REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE IMPORTANT: The desiccant within the shell is NOT serviced separately. The desiccant is part of the sealed accumulator assembly. 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Remove the right wheelhouse splash shield. 3. Remove the condenser hose assembly from the accumulator. 4. Remove the evaporator hose assembly from the accumulator. 5. Remove the accumulator bracket bolt. 6. Remove the accumulator with the bracket from the vehicle. 7. Remove the accumulator from the insulator and the bracket. INSTALLATION PROCEDURE Page 5939 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 9650 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 1367 Steps 1-6 Page 5707 1. Install the eight lo and the reverse band oil pipe assembly seals. 2. Install the lo and the reverse band oil feed pipe assembly onto the transmission. Notice: Refer to Fastener Notice in Service Precaution. 3. Hand start the bolts that attach the oil feed pipe assembly to the transmission. - Tighten the bolts to 12 Nm (106 inch lbs.). 4. Install the transmission oil filter assembly. 5. Install the transmission oil pan and gasket. 6. Lower the vehicle. 7. Refill the transmission to the proper level. 8. Inspect the transmission oil level. Page 4427 Page 10616 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 9812 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 2446 Compression Check: Testing and Inspection Engine Compression Test A compression pressure test of the engine cylinders determines the condition of the rings, the valves, and the head gasket. Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse block. 1. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open position. 6. Measure the engine compression, using the following procedure: 6.1. Firmly install the compression gauge to the spark plug hole. 6.2. Have an assistant crank the engine through at least 4 compression strokes in the testing cylinder. 6.3. Record the readings on the gauge at each stroke. 6.4. Disconnect the gauge. 6.5. Repeat the compression test for each cylinder. 7. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70 percent of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 8. The following list contains examples of the possible measurements: ^ When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. ^ When the compression is low on the first stroke and tends to build up on the following strokes, but does not reach the normal compression, the piston rings may be the cause. ^ If the compression improves considerably with the addition of three squirts of oil, the piston rings may be the cause. ^ When the compression is low on the first stroke and does not build up in the following strokes, the valves may be the cause. ^ The addition of oil does not effect the compression, the valves may be the cause. ^ When the compression is low on two adjacent cylinders, or coolant is present in the crankcase, the head gasket may be the cause. 9. Remove the block from the throttle plate. 10. Install the air duct to the throttle body. 11. Install the spark plugs. 12. Install the Powertrain Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block. Page 1814 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Page 7650 6. Remove the 2 remaining bolts for the steering column brace. 7. Remove the nuts and bolts joining the cross vehicle beam (1) to the front of the dash (2). 8. Remove the cross vehicle beam from the vehicle. Page 908 Oil Level Sensor For ECM: Diagrams Engine Oil Level Switch Page 10914 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 304 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Specifications Trailing Arm: Specifications Trailing Arm to Body Bolt 48 ft. lbs. plus 120 degrees rotation Trailing Arm to Knuckle Bolt Locations Locations View Specifications Camshaft: Specifications Camshaft Lobe Lift - Intake and Exhaust ..................................................................................................................................... 6.9263 mm (0.2727 inch) Journal Diameter ....................................................................................................................................................... 47.45 - 47.48 mm (1.868 - 1.869 inch) Camshaft Bearing Bore Diameter-Front and Rear .................................................................................................... 51.03 - 51.08 mm (2.009 - 2.011 inch) Camshaft Bearing Bore Diameter-Middle #2 and #3 ................................................................................................ 50.77 - 50.82 mm (1.999 - 2.001 inch) Camshaft Bearing Inside Diameter ........................................................................................................................... 47.523 - 47.549 mm (1.871 - 1.872 in) Journal Clearance ........................................................................................................................................................ 0.026 - 0.101 mm (0.001 - 0.0039 in) Journal Runout-Max ................................................................. ............................................................................................................. 0.025 mm (0.001 in) Page 4257 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 9670 Cigar Lighter/Auxiliary Outlets Schematics Page 6877 4. Install the outboard junction block electrical connector to the IP fuse block Left side shown, right side similar. 5. Engage the outboard junction block electrical connector to the IP fuse block until connector tabs are fully seated. Tighten Tighten the outboard junction block electrical connector bolt to 3 N.m (27 lb in). 6. Install the outer trim covers (1, 3) to the Instrument Panel (IP) carrier (2). 7. Connect the negative battery cable. Page 10928 Window Switch - RR Page 4652 2. Push both sides of the quick-connect fitting together in order to cause the retaining tabs to snap into place. 3. Pull on both sides of the quick connect fitting in order to make sure the connection is secure. Page 6299 5. Place the transmission control shifter assembly in the N (Neutral) notch in the detent plate. 6. Loosen the park/neutral position switch attaching bolts. 7. Rotate the switch on the shifter assembly in order to align the service adjustment hole with the carrier tang hole. 8. Insert a 2.34 mm (3/32 inch) maximum diameter gauge pin to a depth of 9.0 mm (9/64 inch). - Tighten the bolts to 24 Nm (18 ft. lbs.). Page 3041 Steps 10-19 The number below refers to the step number on the diagnostic table. 2. This step tests the MAP sensor's ability to correctly indicate BARO. The BARO varies with altitude and atmospheric conditions. 103 kPa is the approximate BARO displayed by the MAP sensor at or near sea level. Page 9724 Important: With the availability of this new fuel level sender kit, DO NOT replace the complete fuel level sender assembly, P/N 22683260. To insure correct installation, follow the instructions contained in the kit and the service procedure in the applicable Service Manual Parts Information Parts are expected to be available from GMSPO on April 10, 2003. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Service and Repair Drink Holders: Service and Repair Cupholder Replacement Removal Procedure 1. Fully extend the instrument panel cupholder. 2. Remove the screws from the front of the IP cup holder. 3. Remove the driver side IP outer trim cover. 4. Remove the screw from the side of the IP cupholder. 5. Remove the IP cupholder from the IP carrier. Installation Procedure 1. Install the IP cupholder to the IP carrier. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the IP cup holder screws to the IP cup holder. Tighten the screws to 2 N.m (18 lb in). 3. Install the screw to the side of the IP cupholder. Tighten the screw to 2 N.m (18 lb in). 4. Install the driver side IP outer trim cover. Page 2080 Engine Oil: Fluid Type Specifications Engine Oil API Classification ................................................................................................................................. ........................................ Look for Starburst Symbol Grade ............................................................... ....................................................................................................... 5W-30 (preferred), 10W-30 if over 0° F Page 6440 BRAKE ROTOR CLEAN-UP PROCEDURE Clean-up the rotors on an approved, well-maintained brake lathe to guarantee smooth, flat and parallel surfaces. Check for clean and true lathe adapters and make sure the arbor shoulder is clean and free of debris or burrs. For more information see the "Brake Lathe Calibration Procedure" section in this bulletin. 1. On the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn. 2. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed during the process, reset zero. Back off a full turn. 3. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the brake pad contact area. Do the same procedure. If zero is passed during the process, reset zero. 4. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the full rotor surface. Advance both tool cutters to the zero setting plus just enough to clean up the entire rotor surface. 5. After completing the refinish, sand both sides of the rotor for approximately one minute per side using a sanding block and 130-150 grit sandpaper to obtain a non-directional finish. Important Only remove the necessary amount of material from each side of the rotor and note that equal amounts of material do not have to be removed from both sides on any brake system using a floating caliper. Important In many of these instances, such a minimal amount of material is removed from the rotor that customer satisfaction is not a concern for future brake services. This procedure is intended to "Clean-up" the rotor surface and should be conveyed to the customer as such - not as "cut", "refinish" or "machine", which tends to be terms understood as a substantial reduction of rotor material/life. If the brake lathe equipment being used is not capable of removing minor amounts of material while holding tolerances, further lathe maintenance, repair, updates or equipment replacement may be necessary. Brake Noise BRAKE NOISE Some brake noise is normal and differences in loading, type of driving, or driving style can make a difference in brake wear on the same make and model. Depending on weather conditions, driving patterns and the local environment, brake noise may become more or less apparent. Verify all metal-to-metal contact areas between pads, pad guides, caliper and knuckles are clean and lubricated with a thin layer of high temperature silicone grease. Brake noise is caused by a "slip-stick" vibration of brake components. While intermittent brake noise may be normal, performing 3 to 4 aggressive stops may temporarily reduce or eliminate most brake squeal. If the noise persists and is consistently occurring, a brake dampening compound may be applied to the back of each pad. This allows parts to slide freely and not vibrate when moving relative to each other. Use Silicone Brake Lubricant, ACDelco P/N 88862181 (Canadian P/N 88862496) or equivalent. The following noises are characteristics of all braking systems and are unavoidable. They may not indicate improper operation of the brake system. Squeak/Squeal Noise: - Occurs with front semi-metallic brake pads at medium speeds when light to medium pressure is applied to the brake pedal. - Occasionally a noise may occur on rear brakes during the first few stops or with cold brakes and/or high humidity. Grinding Noise: - Common to rear brakes and some front disc brakes during initial stops after the vehicle has been parked overnight. - Caused by corrosion on the metal surfaces during vehicle non-use. Usually disappears after a few stops. Groan Noise: A groan type noise may be heard when stopping quickly or moving forward slowly from a complete stop. This is normal. On vehicles equipped with ABS, a groan or moan type noise during hard braking applications or loose gravel, wet or icy road conditions is a normal function of the ABS activation. Key Points - Frequently Asked Questions KEY POINTS - FREQUENTLY ASKED QUESTIONS - Q: How do on-car lathes react to Axle Float? Does the play affect the machining of the rotor, either surface finish or LRO? Capacity Specifications Refrigerant: Capacity Specifications Air Conditioning Refrigerant ................................................................................................................ ..................................................... 1.35 lb. (0.61 kg.) Locations Underhood Fuse Block (Part 1) Specifications Oil Pump Cover: Specifications Oil Pump Cover Bolt ............................................................................................................................ ................................................ 10 Nm (89 inch lbs.) Diagram Information and Instructions Temperature Gauge: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 521 Fuel Pump And Sender Assembly Page 10765 Vanity Mirror Lamp - Right Locations Modular Fuel Sender And Fuel Tank Pressure Sensor Page 9701 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3993 PCM Connector C1 Part 2 Page 4197 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 5240 Knock Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Diagrams TCC Brake Switch Page 4780 Important: With the availability of this new fuel level sender kit, DO NOT replace the complete fuel level sender assembly, P/N 22683260. To insure correct installation, follow the instructions contained in the kit and the service procedure in the applicable Service Manual Parts Information Parts are expected to be available from GMSPO on April 10, 2003. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 7045 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Diagrams Rear Compartment Lid Release Switch Page 7296 4. Install the front suspension crossmember rear bolt (3) to the lower control arm (9). ^ Tighten the bolt to 245 Nm (180 ft. lbs.) plus 180 degrees of rotation. 5. Install the front suspension crossmember front bolts (7) and the nuts (8) to the lower control arm (9). ^ Tighten the bolts to 115 Nm (84 ft. lbs.) plus 120 degrees of rotation. 6. Install the steering knuckle to the ball joint stud (3). 7. Install the nut (2) to the ball joint stud (3). ^ Tighten the nut to 55 Nm (41 ft. lbs.) minimum, 65 Nm (55 ft. lbs.) maximum, to install the cotter pin. 8. Install the cotter pin (1). 9. Install the stabilizer shaft link. 10. Install the wiring harness to the lower control arm. 11. Install the tire and wheel assemblies. 12. Lower the vehicle. 13. Inspect the front wheel alignment. Audio - Inadvertent Steering Wheel Button Activation Remote Switch: Technical Service Bulletins Audio - Inadvertent Steering Wheel Button Activation INFORMATION Bulletin No.: 08-08-44-028 Date: August 28, 2008 Subject: Information On Inadvertent Steering Wheel Control (SWC) Button Press Causing Radio Anomalies Models: 2009 and Prior GM Passenger Cars and Trucks (Including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X All Vehicles with Steering Wheel Controls This bulletin is being issued to provide a recommendation for vehicles with a customer concern of the radio station tuning changing by itself, volume changing by itself, radio changing by itself, or radio muting or going silent when driving and turning the steering wheel. The switches on the right hand side of the steering wheel are easily pressed and may inadvertently be pressed when turning the steering wheel. These concerns may be affected by the location of the steering wheel controls. Recommendation Do Not Replace The Radio 1. Please determine that the switch controls on the steering wheel are functioning correctly. 2. Ask the customer if their hand was in close proximity to the steering wheel controls when the condition happened. Explain to the customer that bumping the controls would have caused this undesired action. Explain to the customer the proper use and function of the steering wheel controls. Disclaimer Instruments - GPS System Performance Degradation Antenna, Navigation: All Technical Service Bulletins Instruments - GPS System Performance Degradation Info - Global Position Sensor (GPS) Performance Degradation # 00-08-46-003B - (Feb 9, 2005) Models: 1996-2005 Passenger Cars and Trucks 2002-2005 Saturn Vehicles with Navigation Systems and/or OnStar(R) This bulletin is being revised to include additional information. Please discard Corporate Bulletin Number 00-08-46-003A (Section 08 - Body and Accessories). Navigation and OnStar(R) systems require a GPS antenna in order to function properly. This antenna may be located inside the vehicle. If the GPS antenna is located inside the vehicle, performance of the system may be compromised by window tinting film. If the GPS system performance is in question and the vehicle has window tinting, a quick diagnostic check can be made by temporarily moving the GPS antenna to an external vehicle surface, such as the decklid or roof. If the GPS function of the navigation or On Star(R) system operates normally with the antenna relocated the repair would not be considered a warranty repair. The subsequent repair procedure or GPS placement would be up to the customer. Some vehicles have the GPS antenna located on the rear window shelf Objects placed on the rear window shelf such as tissue boxes, books, dolls, etc,, also have the potential to interfere with GPS performance. Warranty Information Repairs made to the vehicle navigation and/or OnStar(R) system, which are the result of window tinting, are not considered warranty repairs. Disclaimer Service Precautions Vehicle Lifting: Service Precautions CAUTION: ^ To help avoid personal injury, always use jack stands when you are working on or under any vehicle that is supported only by a jack. ^ To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist, support the vehicle with jack stands at the opposite end from which the components are being removed. Page 3926 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 10793 Electrical Symbols Part 3 Specifications Exhaust Crossover Pipe: Specifications Exhaust Crossover Pipe Bolt ............................................................................................................... ................................................... 25 Nm (18 ft. lbs.) Exhaust Crossover Pipe Heat Shield Bolt ............................................................................................................................................. 10 Nm (89 inch lbs.) Page 3832 Steps 6-17 Page 3998 Engine Control Module: Description and Operation POWERTRAIN CONTROL MODULE (PCM) DESCRIPTION Powertrain Control Module (PCM) Description The powertrain has electronic controls to reduce exhaust emissions while maintaining excellent driveability and fuel economy. The Powertrain Control Module (PCM) is the control center of this system. The PCM monitors numerous engine and vehicle functions. The PCM constantly looks at the information from various sensors and other inputs, and controls the systems that affect vehicle performance and emissions. The PCM also performs the diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the Malfunction Indicator Lamp ( MIL). When the PCM detects a malfunction, the PCM stores a Diagnostic Trouble Code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. Review the components and wiring diagrams in order to determine which systems are controlled by the PCM. The Powertrain Control Module (PCM) contains the remainder of the logic of the theft deterrent system. If a class 2 message containing a valid password is received from the BCM, the PCM will continue to allow the fuel injectors to operate. The PCM will allow the fuel injectors to operate until it decides there is no valid password coming from the BCM If the PCM does not receive a class 2 message, or receives a class 2 message with an incorrect password, the engine will crank and will not run or will start and stall immediately. Restraints - Passenger Presence System Information Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System Information INFORMATION Bulletin No.: 06-08-50-009F Date: December 23, 2010 Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing System Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories). Concerns About Safety and Alterations to the Front Passenger Seat Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. The front passenger seat in many GM vehicles is equipped with a passenger sensing system that will turn off the right front passenger's frontal airbag under certain conditions, such as when an infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the right front passenger's seat mounted side impact airbag. For the system to function properly, sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers, upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or between the occupant and the seat fabric. Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE NECESSARY BY SUCH USE. Many types of aftermarket accessories are available to customers, upfitting shops, and dealers. Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat heaters are installed under the seat fabric. Additionally, seat covers made of leather or other materials may have different padding thickness installed that could prevent the Passenger Sensing System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to the seat cushion, as this may interfere with the operation of the Passenger Sensing System and either prevent proper deployment of the passenger airbag or prevent proper suppression of the passenger air bag. Disclaimer Page 7122 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Page 6829 Various symbols are used in order to describe different service operations. Page 4985 Electrical Symbols Part 3 Page 3475 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 3810 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 2952 Equivalents - Decimal And Metric Part 1 Page 9585 Electrical Symbols Part 3 Page 3647 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Turn OFF the ignition. 2. Drain the coolant below the level of the ECT sensor. Refer to Draining and Filling Cooling System in Cooling System. 3. Disconnect the sensor electrical connector. 4. Carefully remove the ECT sensor. INSTALLATION PROCEDURE NOTE: ^ Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. ^ Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Coat the threads with sealer GM P/N 9985253 or equivalent. NOTE: Refer to Fastener Notice in Service Precautions. 2. Carefully install the ECT sensor. Tighten Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector to the sensor. Page 5266 For vehicles repaired under warranty, use the table. Disclaimer Diagram Information and Instructions Power Window Switch: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4867 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Body - Water Leaks to Interior/Trunk Cabin Ventilation Grille: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 7737 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 3193 Electrical Symbols Part 1 Page 2769 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 8807 Tighten the nuts to 10 N.m (89 lb in). 3. Install the front door check link grommet (3). 4. Install the front door check link bolt. Tighten the bolt to 9 N.m (80 lb in). 5. Install the front door system locking module. 6. Install the front door water deflector. Page 107 Cruise Control Module (CCM) Page 2539 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 4915 Throttle Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 4439 3. Install the intermediate pipe to the three way catalytic converter. 4. Lower the vehicle. Interior - Proper Use of Floor Mats Carpet: Technical Service Bulletins Interior - Proper Use of Floor Mats INFORMATION Bulletin No.: 10-08-110-001 Date: March 30, 2010 Subject: Information on Proper Use of Floor Mats Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3, H3T 2005-2009 Saab 9-7X GM's carpeted and all-weather (rubber) floor mats are especially designed for use in specific GM vehicles. Using floor mats that were not designed for the specific vehicle or using them incorrectly may cause interference with the accelerator or brake pedal. Please review the following safety guidelines regarding proper driver's side floor mat usage with the customer. Warning If a floor mat is the wrong size or is not properly installed, it can interfere with the accelerator pedal and/or brake pedal. Interference with the pedals can cause unintended acceleration and/or increased stopping distance which can cause a crash and injury. Make sure the floor mat does not interfere with the accelerator or brake pedal. - Do not flip the driver's floor mat over (in an effort to keep the floor mat clean) - Do not place anything on top of the driver's floor mat (e.g. carpet remnant, towel) - Do not place another mat on top of the driver's floor mat (e.g. do not place all-weather rubber mats over carpeted floor mats) - Only use floor mats that are designed specifically for your vehicle - When using replacement mats, make certain the mats do not interfere with the accelerator or brake pedal before driving the vehicle If your vehicle is equipped with a floor mat retaining pin(s) or clip(s), make certain the mat is installed correctly and according to the instructions. Page 5340 Transmission Position Switch/Sensor: Service and Repair PNP Switch Replacement Removal Procedure 1. Disconnect the switch electrical connector. 2. Remove the attaching bolts. 3. Remove the park/neutral position switch assembly. Installation Procedure Page 5403 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Within an Electrical Center Relay Box: Service and Repair Within an Electrical Center TOOLS REQUIRED J 43244 Relay Puller Pliers REMOVAL PROCEDURE 1. Remove the electrical center cover. 2. Locate the relay. Refer to Electrical Center Identification Views to locate the electrical center where the relay exists. IMPORTANT: ^ Always note the orientation of the relay. ^ Make sure the electrical center is secure, as not to put added stress on the wires or terminals. 3. Using the J 43244 (1) position the tool on opposing corners of the relay (2). NOTE: Use J 43244 to pull the relay straight out from the electrical center terminals. The use of pliers or a flat bladed tool could damage the electrical center. 4. Remove the relay (2) from the electrical center. INSTALLATION PROCEDURE Page 10290 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Within an Electrical Center Relay Box: Service and Repair Within an Electrical Center TOOLS REQUIRED J 43244 Relay Puller Pliers REMOVAL PROCEDURE 1. Remove the electrical center cover. 2. Locate the relay. Refer to Electrical Center Identification Views to locate the electrical center where the relay exists. IMPORTANT: ^ Always note the orientation of the relay. ^ Make sure the electrical center is secure, as not to put added stress on the wires or terminals. 3. Using the J 43244 (1) position the tool on opposing corners of the relay (2). NOTE: Use J 43244 to pull the relay straight out from the electrical center terminals. The use of pliers or a flat bladed tool could damage the electrical center. 4. Remove the relay (2) from the electrical center. INSTALLATION PROCEDURE Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Page 7142 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Page 6287 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Diagrams Seat Belt Switch Page 855 Intake Air Temperature (IAT) Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 3032 Knock Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Disconnect the wiring harness connector from the knock sensor. 4. Remove the knock sensor from the engine block. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory and applying additional sealant affects the sensor's ability to detect detonation. 1. Install the knock sensor into engine block. Tighten Tighten the knock sensor to 19 N.m (14 lb ft). 2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. Page 2883 Electrical Symbols Part 1 Page 8658 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 2818 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 4307 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 9116 Keyless Entry Receiver: Connector Locations Rear Compartment, Right Side On the right side of the rear compartment. Page 1340 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Specifications Brake Hose/Line: Specifications Brake Hose Bolt 37 ft. lbs. Brake Pipe Fittings at ABS Modulator 17 ft. lbs. Brake Pipe Fittings at Master Cylinder 17 ft. lbs. Page 5940 For vehicles repaired under warranty, use the table. Disclaimer Page 5253 NOTE: ^ Be sure plug threads smoothly into cylinder head and is fully seated. Use a thread chaser if necessary to clean threads in cylinder head. Cross-threading or failing to fully seat spark plug can cause overheating of plug, exhaust blow-by, or thread damage. Follow the recommended torque specifications carefully. Over or under-tightening can also cause severe damage to engine or spark plug. ^ Refer to Fastener Notice in Service Precautions. 2. Install the spark plugs to the engine. Tighten Tighten the spark plugs to 15 N.m (11 lb ft). 3. Install the spark plug wires to the spark plugs. Page 294 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 4038 Equivalents - Decimal And Metric Part 1 Page 3099 Electrical Symbols Part 4 Page 3208 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 7569 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Page 1161 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure IMPORTANT: For additional diagnostic information, refer to DTC P1336. 1. Install a scan tool. 2. With a scan tool, monitor the powertrain control module for DTCs. If other DTCs are set, except DTC P1336, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 3. With a scan tool, select the crankshaft position (CKP) variation learn procedure. 4. Observe the fuel cut-off for the engine that you are performing the learn procedure on. 5. The scan tool instructs you to perform the following: ^ Block the drive wheels. ^ Apply the vehicles parking brake. ^ Cycle the ignition from OFF to ON. ^ Apply and hold the brake pedal. ^ Start and idle the engine. ^ Turn OFF the A/C. ^ Place the vehicle's automatic transmission in Park, or the manual transmission in Neutral. ^ The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity - If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) sensor activity - If there is a CMP sensor condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT) - If the ECT is not warm enough, idle the engine until the ECT reaches the correct temperature. 6. With the scan tool, enable the CKP system variation learn procedure. IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 7. Slowly increase the engine speed to the RPM that you observed. 8. Immediately release the throttle when fuel cut-off is reached. 9. The scan tool displays Learn Status: Learned this ignition. If the scan tool does NOT display this message and no additional DTCs set, refer to Symptoms - Engine. If a DTC set, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 10. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. Page 9981 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 5459 For vehicles repaired under warranty, use the table. Disclaimer Page 938 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 3272 Electrical Symbols Part 3 Page 4193 Electrical Symbols Part 4 Page 3328 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 450 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 2554 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 1599 Fluid - M/T: Fluid Type Specifications Transmission Fluid .............................................................................................................................. .................................................................. Dexron III Page 2931 Crankshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 10761 Equivalents - Decimal And Metric Part 1 Page 9245 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 7619 Disclaimer Page 9546 Page 9783 Fuel Gauge Sender: Service and Repair REMOVAL PROCEDURE 1. Remove the fuel sender assembly. 2. Remove the fuel pump electrical retaining clip at the top of the fuel sender assembly. 3. Disconnect the fuel pump and fuel level sensor electrical connector. 4. Depress the 3 tabs (1) securing upper fuel reservoir and slide upward until free of lower reservoir (2). 5. Depress the tab on the fuel level sensor (1) while sliding up and out of the housing. 6. Remove the retaining clip from the electrical connector. 7. Remove the fuel level sensor wires from the connector, taking care to note the location of the wires. INSTALLATION PROCEDURE IMPORTANT: ^ Make sure the wires are routed under the fuel level sensor. ^ Make sure the tab locks in place. Page 4024 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Page 5836 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the center console. 3. Disconnect electrical connector from the shift lock control (2) for the automatic transmission (AT). 4. Remove both ends of the AT shift lock control from pivot points (1). Installation Procedure Page 9558 5. Remove the cable from the ribbon. 6. Remove the cable (3) from the retaining clips (1). INSTALLATION PROCEDURE 1. Install the cable (3) to the retaining clips (1). Page 10852 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 4375 Electrical Symbols Part 3 Page 7689 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 3861 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6908 C500 Page 8709 Front Bumper Reinforcement: Service and Repair Impact Bar Replacement - Front Bumper Removal Procedure 1. Remove the front bumper fascia. 2. Remove the energy absorber push-in retainers from the front impact bar. 3. Remove the energy absorber from the front impact bar. 4. Remove the fog lamps. 5. Remove the front impact bar nuts (3). 6. Remove the front impact bar (1) from the frame rail (4). Installation Procedure 1. Install the impact bar (1) to the vehicle (4). Notice: Refer to Fastener Notice in Service Precautions. 2. Install the front impact bar retaining nuts (3) to the impact bar (1). Tighten the nuts to 27 N.m (20 lb ft). Park/Neutral Position (PNP) Switch, C1 Page 8710 3. Install the energy absorber to the front impact bar. 4. Install the energy absorber push-in retainers to the impact bar. 5. Install the fog lamps. 6. Install the front bumper fascia. Page 7233 Steering Gear: Specifications Steering Gear Bolts 81 ft. lbs. Page 5656 Fluid - A/T: Fluid Type Specifications Transmission Fluid Type Type ..................................................................................................................................................... ...................................... DEXRON III or Equivalent Page 1877 Disclaimer Power Steering Pump Flow Control Valve Replacement Power Steering Pump: Service and Repair Power Steering Pump Flow Control Valve Replacement Power Steering Pump Flow Control Valve Replacement - Off Vehicle Disassembly Procedure 1. Remove the O-ring union fitting (5) from the hydraulic pump housing assembly (1). 2. Remove the O-ring seal (4) from the O-ring union fitting (5). 3. Remove the control valve assembly (3). 4. Remove the flow control spring (2). Assembly Procedure 1. Install the flow control spring (2) to the hydraulic pump housing assembly (1). 2. Install the control valve assembly (3). 3. Lubricate the new O-ring seal (4) with power steering fluid. 4. Install the O-ring seal (4) on to the O-ring union fitting (5). Notice: Refer to Fastener Notice in Service Precautions. 5. Install the O-ring union fitting (5) into the hydraulic pump housing assembly (1). ^ Tighten the O-ring union fitting to 75 Nm (55 ft. lbs.). Page 4859 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 7426 Notice: Refer to Fastener Notice in Service Precautions. 4. Install the strut rod piston nut and hold the strut rod, at the top, from turning. ^ Tighten the strut rod piston nut (2) to 70 Nm (52 ft. lbs.). 5. Pack the strut support with the wheel bearing lubricant GM P/N 1051344, or equivalent. 6. Install the dust cap (1). 7. Release the compressed coil spring (10). 8. Remove the strut from the J 34013-B. 9. Install the strut assembly. Page 3029 Knock Sensor (KS) Page 7870 25. Remove the nuts and bolts joining the cross vehicle beam (1) to the front of the dash (2). 26. Remove the cross vehicle beam from the vehicle. 27. Remove the floor air duct from the HVAC module. 28. Remove the air distribution duct. Page 9531 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 8937 Hood Weatherstrip: Service and Repair Seal Replacement - Hood Rear Side Seal Replacement - Hood Rear Side Removal Procedure 1. Open the hood. 2. Remove the hood rear side seal (1) from the pinch weld flange. 3. Using 3M(TM) P/N 8984 adhesive remover clean off any adhesive left on the pinch weld flange. Installation Procedure 1. Remove the adhesive backing from the hood rear side seal (1). 2. Install the hood side seal (1) to the pinch weld flange. 3. Close the hood. Page 474 Electrical Symbols Part 3 Page 7293 6.4. If the dial indicator reading is more than 3.18 mm (0.125 inch), replace the lower control arm. Page 4856 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 6226 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 2-3 shift solenoid retainer clip (304), the 2-3 shift solenoid (305) with O-ring (303), the 2-3 shift valve (307), and the 2-3 shift valve spring (306). Installation Procedure 1. Install the 2-3 shift valve spring (306), the 2-3 shift valve (307), the 2-3 shift solenoid (305) with O-ring (303) and the 2-3 shift solenoid retainer clip (304) 2. Install the transmission side cover. Page 1146 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 4745 3. Connect the coolant temperature sensor electrical connector. 4. Install the injector electrical harness to the fuel rail. 5. Connect the injector connectors. 6. Push the slide locks (2) into position. 7. Connect the main injector harness electrical connector. Page 8481 Equivalents - Decimal And Metric Part 1 Page 3421 5. Tighten the two air intake duct clamps 6. Connect the breather tube to the air intake duct. 7. Connect the IAT sensor electrical connector. 8. Connect the MAF sensor electrical connector. Page 6569 2. Install the caliper pins and the boots to the caliper bracket (1). 3. Install the caliper to the caliper bracket. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the caliper mounting bolts to the caliper bracket. ^ Tighten the 2 caliper mounting bolts to 31 Nm (23 ft. lbs.). 5. Install the brake hose bolt (1) with 2 new sealing washers (3) to the brake hose inlet fitting (2). 6. Install the brake hose with the bolt to the brake caliper. ^ Tighten the inlet fitting bolt to 50 Nm (37 ft. lbs.). 7. Remove the 2 wheel lug nuts retaining the rotor to the hub. 8. Install the wheel and tire assembly. 9. Lower the vehicle. Page 10015 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 3667 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Tire Monitor System - TPM Sensor Information Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 8028 Disclaimer Page 4909 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 11094 Various symbols are used in order to describe different service operations. Instruments - Reduced PRNDL Display Visibility Transmission Shift Position Indicator Lamp: Technical Service Bulletins Instruments - Reduced PRNDL Display Visibility Bulletin No.: 02-08-42-004A Date: March 30, 2007 INFORMATION Subject: PRNDL Display Reduced Visibility For Approximately One Minute Models: 2007 and Prior Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER H2, H3 2005-2007 Saab 9-7X with Automatic Headlamp Control and Vacuum Fluorescent PRNDL Indicator Instrument Panel Cluster Supercede: This bulletin is being revised to include additional models and model years. Please discard Corporate Bulletin Number 02-08-42-0004 (Section 08 - Body and Accessories). After backing the vehicle out of a garage or dark environment into a daylight environment, the PRNDL display has reduced visibility for approximately one minute. While the vehicle is parked in a dark environment, the sensor for the automatic headlamp/driving lamps senses that it is dark. When the key is turned to the run/start position, the automatic headlamp module will turn all driving lamps, the instrument panel cluster and PRNDL display ON in the night-time mode. The night-time mode intensity of the instrument panel lamps and PRNDL display is controlled by the automatic headlamp module and can be dimmed further by the customer using the dimming control of the headlamp switch. When the customer then moves the vehicle from the dark environment into the bright sunlight, it will take approximately one minute before the headlamp control module recognizes this as true daylight and not just a bright overhead street lamp shining on the sensor. The headlamp control module will then turn the headlamps off and restore the instrument panel and PRNDL display to full brilliance. Without the time delay, the automatic headlamp control module would switch to the night mode (turn on all driving lamps, instrument panel lamps and PRNDL display would dim) each time the vehicle was driven under an overpass or other darkened environment. This is a normal condition and no repair should be attempted. Ensure the instrument panel backlighting control is in the full bright position. This will help alleviate the condition. You may demonstrate to the customer what happens by placing a repair order over the automatic headlamp control light sensor, which will cause the automatic headlamp control module to switch to the night mode in approximately one minute. All driving lamps will come ON, the instrument panel backlight will be dim, and the PRNDL display will also dim to the night setting in conjunction with the position of the headlamp switch dimming control. Demonstrate to the customer the variance in the instrument panel backlighting and PRNDL display while adjusting the headlamp switch dimming control to both ends of its allowable range. Advise the customer to keep the headlight switch dimming control in the highest position to allow viewing of the PRNDL display in a bright environment. Disclaimer Diagram Information and Instructions Dimmer Switch: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 1252 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the transmission side cover. 2. Remove the six bolts from the TFP switch assembly (8, 12, and 16). 3. Remove the TFP switch assembly (13) from the control valve body assembly (18). The seven pressure switch O-rings are reusable and should remain with the TFP switch assembly. Installation Procedure 1. Install the TFP switch assembly (13) to the control valve body assembly (18). The seven pressure switch O-rings are reusable and should remain with the TFP switch assembly. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the six bolts to the TFP switch assembly (8, 12, and 16). - Tighten the bolts to 14 Nm (124 inch lbs.). 3. Install the transmission side cover. Page 4255 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 5429 Page 7349 15. Install the rear crossmember bolts (2). Tighten Tighten the rear cross member bolts (2) to 70 N.m (52 lb ft). 16. Lower the vehicle and road test. Service Procedure for Rear Suspension. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle (SI2000 Document ID # 632491) in the General Information sub-section of the Service Manual. 2. Remove the stabilizer shaft insulator brackets (5) and the nuts (6) from the stabilizer shaft (2). 3. Remove the stabilizer shaft insulators and lubricate the entire insulator with Special Lubricant, P/N 12345879 (in Canada, use P/N 10953511). 4. Install the lubricated insulators back onto the stabilizer shaft. 5. Install the stabilizer shaft insulator brackets (5) to the stabilizer shaft (2) and the nuts (6). Tighten Tighten the stabilizer shaft insulator bracket nuts to 53 N~m (39 lb ft). 6. Lower the vehicle and road test. Parts Information Parts are currently available from GMSPO. Warranty Information Page 882 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 9366 Memory Positioning Systems: Description and Operation Vehicle Personalization Automatic Door Locks (Manual Trans) The following are the modes of operation for the automatic door locks feature: ^ Mode 1: All of the doors lock when the vehicle speed exceeds 8 km/h (5 mph). All of the doors will unlock when the transaxle is shifted into REVERSE and the key is turned to OFF. ^ Mode 2: if equipped with RKE All of the doors lock when the vehicle speed exceeds 8 km/h (5 mph). Only the driver door unlocks when the transaxle is shifted into REVERSE the key is turned to OFF. ^ Mode 3: All of the doors lock when the vehicle speed exceeds 8 km/h (5 mph). No automatic door unlock. ^ Mode 4: No automatic door lock or unlock. Automatic Door Locks (Automatic Trans) The following are the modes of operation for the automatic door locks feature: ^ Mode 1: All of the doors lock when the vehicle is shifted out of PARK. All of the doors unlock when the vehicle is shifted into PARK and the key is turned to OFF. ^ Mode 2: All of the doors lock when the vehicle is shifted out of PARK. Only the driver door unlocks when the vehicle is shifted into PARK and the key is turned to OFF. ^ Mode 3: All of the doors lock when the vehicle is shifted out of PARK. No automatic door unlock. ^ Mode 4: The automatic door lock feature is disabled. Enter Programming To enter the programming mode, perform the following actions: 1. On a vehicle with a manual trans, place the trans in REVERSE. Apply the park brake. 2. Close all of the doors. 3. Turn the ignition to the RUN position. Automatic Door Locks Continue with the following steps in order to personalize the automatic door locks: 1. Press hold the LOCK button on the power door lock switch for 10 seconds. The vehicle will chime with the number of chimes corresponding to the current mode. Refer to Automatic Door Locks modes. 2. Press and hold the LOCK button on the power door lock switch for 10 seconds again in order to advance to the next mode. The vehicle will chime with the number of chimes corresponding to the mode. 3. Continue to press and hold the LOCK button on the transmitter until the desired mode is reached. Remote Activation Verification Continue with the following steps in order to personalize the horn for the remote activation verification feature: 1. Press and hold the power door lock switch in the UNLOCK position for 10 seconds. The horn will chirp when the horn setting for the remote activation verification has changed between disable and enable. 2. Press and hold the power door lock switch in the UNLOCK position for 10 seconds again to change the horn setting back to the original setting. The horn will chirp when the horn setting for the remote activation verification has changed. Exit Programming Any of the following list of events will cause the programming sequence to be terminated: ^ The ignition is moved from the RUN position. ^ The vehicle is shifted out of REVERSE for vehicles with a manual trans. ^ The park brake is released for vehicles with a manual trans. Chime Level Adjustment In order to adjust the chime level, perform the following steps: 1. Turn the ignition ON. 2. Turn the radio OFF. 3. Press and hold the radio push-button 6 until either LOUD or NORMAL appears on the radio display. The chime sounds 3 times for each volume change. 4. To toggle the setting, press and hold the radio push-button 6 again. Additional Information For more information on the personalization features, refer to one of the following description and operations: ^ Refer to Power Door Locks Description and Operation in Doors for more information about the automatic door lock feature. ^ Refer to Keyless Entry System Description and Operation in keyless Entry for more information about the remote activation verification feature. Locations Underhood Fuse Block (Part 1) Page 246 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 3199 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 262 PCM Connector C2 Part 2 Page 7155 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important Diagrams Instrument Panel Compartment Lamp/Switch Page 10640 Tail Lamp: Service and Repair TAIL LAMP ASSEMBLY AND/OR BACKUP, SIDEMARKER, STOP, TURN SIGNAL BULB REPLACEMENT REMOVAL PROCEDURE 1. Open the rear compartment. 2. Remove the cargo net from the retainers. 3. Remove the cargo net retainers. 4. Pull back the rear compartment trim to access the tail lamp nuts. 5. Remove the tail lamp nuts. 6. Disconnect the tail lamp electrical connector from the tail lamp. Page 10909 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: All Technical Service Bulletins Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Page 6283 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Electrical Specifications Fuel Injector: Electrical Specifications Resistance Ohms Resistance Ohms ECT between 50 - 90 degrees F (10 - 32 degrees C) Ohms 11.0-14.0 Lighting - Stop/Tail Lamps Inoperative/Water Inside Tail Lamp: Customer Interest Lighting - Stop/Tail Lamps Inoperative/Water Inside Bulletin No.: 00-08-42-007C Date: August 24, 2004 TECHNICAL Subject: Stop/Tail Lamp(s) Inoperative or Intermittent and/or Water in Lamp (Replace Circuit Board/Gasket and/or Lamp Assembly) Models: 1997-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 1999-2005 Pontiac Grand Am Supercede: This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 00-08-42-007B (Section 08 - Body and Accessories). Condition Some customers may comment that a stop and/or tail lamp may not work correctly, or that the tail lamp has water in it. Cause This condition may be caused by the circuit board and/or gasket. Correction Remove the lamp assembly from the vehicle. Use the information below to diagnose and repair the lamp assembly. 1. If the base of the stop/tail lamp bulb is distorted, replace only the circuit board and gasket, as well as the bulb. 2. If the lamp leaks (has water in it, as opposed to condensation) but the reflective surfaces inside the lamp are not discolored, replace the circuit board and gasket. 3. Replace the lamp assembly only if the following condition(s) exist: ^ The lamp is discolored internally. ^ The lens is cracked. ^ A locking tab is broken. ^ The reflective surface is discolored. 4. After replacing the circuit board, ensure that all locking tabs are securely fastened to the circuit board. Page 9560 4. Install the cruise control cable tab (5) to the throttle body cam (6). 5. Align the cruise control cable fitting (4) to the throttle body bracket (1). Snap the fitting into place. Ensure that the fitting is retained. 6. Close the hood. Page 10753 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 5676 transaxle. 6. Adjust the transmission fluid level. 7. Inspect for proper completion of the repairs. 8. Inspect for fluid leaks. Page 8208 Disclaimer Page 9920 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Service and Repair Hood Shock / Support: Service and Repair Hood Hold-Open Rod Replacement Removal Procedure Caution: When a hood hold open device is being removed or installed, provide alternate support to avoid the possibility of damage to the vehicle or personal injury. 1. Open and support the hood. 2. Remove the hood hold-open rod from the retainer clip (1). 3. Use a small, flat-bladed tool to remove the retainer clip (1) from the radiator support. 4. Remove the hood hold-open rod (2) from the radiator support. 5. Remove the hood hold-open rod bushing from the radiator support by pulling outward. Installation Procedure 1. Position the hood hold-open rod bushing to the radiator support. Press in until fully seated. 2. Push the hood hold-open rod (2) into the bushing. 3. Install the retainer clip (1) to the radiator support. Press in until fully seated. 4. Position the hood hold-open rod (2) in the retainer clip (1). 5. Remove the hood support from the hood. 6. Close the hood. Page 2732 Body Control Module: Electrical Diagrams Body Control Module Schematics: Powers, Grounds, And Communication Page 9536 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 3837 Locations View Diagram Information and Instructions Dimmer Switch: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 1139 Electrical Symbols Part 2 Page 6447 Note the AMOUNT and LOCATION of the "high spot" on the rotor and mark the closest wheel stud relative to this location. Remove the rotor. Select the appropriate Brake Align(R) Runout Correction Plate for this vehicle using the Application Chart. Make sure the selection corrects the amount of runout that was diagnosed. Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and the rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 7. The rotor should then be secured onto the hub and tightened to the proper specification. The rotor should be dial indicated once more to assure that the rotor is now within specification. The brake system is now ready for the remaining service and assembly. Once the caliper has been installed, check to ensure that the rotor rotates freely. Parts Information Brake Align(R) Runout Correction Plates are available through the suppliers shown. Page 4818 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 3975 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Restraints - Driver/Passenger Seat Head Rest Information Head Restraint System: Technical Service Bulletins Restraints - Driver/Passenger Seat Head Rest Information INFORMATION Bulletin No.: 10-08-50-003A Date: March 24, 2011 Subject: Information on Driver or Passenger Seat Head Restraint Concerns with Comfort, Custom Upholstery or Other Comfort Enhancing Devices Models: 2012 and Prior GM Passenger Cars and Trucks Equipped with Adjustable Head Restraints Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 10-08-50-003 (Section 08 - Body and Accessories). Important ON A GM VEHICLE EQUIPPED WITH ADJUSTABLE HEAD RESTRAINTS, USE THE HEAD RESTRAINT COVERS, FOAM AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER OR REPOSITION THE HEAD RESTRAINT SYSTEM. ANY ALTERATIONS TO HEAD RESTRAINTS DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER DESIGN ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. You may have a customer with a concern that the head restraint is uncomfortable or sits too far forward. The front driver and passenger seats are equipped with head restraints that have been designed to help minimize injuries while still providing comfort to the occupants. Each GM vehicle has its own specifically designed head restraint. The head restraints should only be used in the vehicle for which they were designed. The head restraint will not operate to its design intent if the original foam is replaced (1) by non-GM foam or head restraint, (2) by GM foam or head restraint designed for a different vehicle, (3) by GM foam or head restraint that has been altered by a trim shop or (4) if any object, such as an aftermarket comfort enhancing pad or device, is installed. Never modify the design of the head restraint or remove the head restraint from the vehicle as this may interfere with the operation of the seating and restraint systems and may prevent proper positioning of the passenger within the vehicle. Disclaimer Page 6651 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 1311 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 8134 Keyless Entry Receiver: Service and Repair REMOVAL PROCEDURE 1. Remove the rear compartment lamp housing for access. 2. Look for the mounting tabs just to the right of the center access hole on the rear package shelf. Compress the tabs and slide the receiver down through the access hole. 3. Disconnect the electrical connector from the remote door lock receiver. 4. Remove the remote door lock receiver. INSTALLATION PROCEDURE 1. Connect the electrical connector. 2. Install the receiver through the access hole. Snap the mounting tabs into place. 3. Install the rear compartment lamp housing. 4. Reprogram the new receiver to transmitters. See: Testing and Inspection/Programming and Relearning Page 10591 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 3025 Equivalents - Decimal And Metric Part 1 Page 1582 Disclaimer Page 2941 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 9861 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Service and Repair Tie Rod Boot: Service and Repair Rack and Pinion Boot Replacement - On Vehicle ^ Tools Required J 22610 Keystone Clamp Pliers Removal Procedure 1. Remove the outer tie rod. 2. Remove the nut (5) from the inner tie rod assembly. 3. Remove the tie rod clamp (4). 4. Use side cutters to remove the boot clamp (2). 5. Discard the boot clamp. 6. Remove the rack and pinion boot (3). Installation Procedure 1. Install the new boot clamp (2) onto the rack and pinion boot (3). Page 2601 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 4629 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 8337 Diagnostic Tips Review Table Page 3981 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 1492 11. Install the new strainer from kit, P/N 88967293, as shown above until you hear a positive click sound. 12. Double check that the strainer is installed properly and there is no damage to the pot before reinstalling the fuel module. Important: DO NOT reuse the old fuel pump module seal. 13. Remove the old fuel pump module seal from the fuel module. Important: The strainer kit, P/N 88967293, includes two new seals. It is critical that the same design seal be reinstalled that was removed. 14. Install the same design seal from kit, P/N 88967293, that was removed from the fuel pump module. 15. Reinstall the fuel pump module into the fuel tank. Refer to Fuel Pump Module Replacement in SI. Use the appropriate SI Document depending on Page 4063 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 1070 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 8225 Disclaimer Page 1867 The old style nut shown is black and has a sheet metal cage around the nut. Parts Information Parts are currently available from GMSPO. Disclaimer Page 3069 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 237 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 1664 Fuse Block: Diagrams Fuse Block Right IP Fuse Block Right IP, C1 Page 9312 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 301 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 5851 8. Remove the automatic transmission control bolts. 9. Remove the automatic transmission shift control. Installation Procedure 1. Install the automatic transmission shift control. 2. Install the automatic transmission shift control bolts. 3. Install the electrical connector. 4. Install the range select lever cable to the automatic transmission control. 5. Install the range select lever cable retainer. 6. Install the console. Page 1204 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Specifications Oil Level Sensor: Specifications Oil Level Sensor Bolt ........................................................................................................................... ................................................ 10 Nm (89 inch lbs.) Page 4995 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 10472 3. Insert the key and turn the ignition switch to the ON position. 4. Place the gearshift lever in the LOW position. 5. Using a small flat-blade screwdriver, carefully disengage the accessory trim plate from the instrument panel (IP). 6. Disconnect the electrical connectors from the switches installed in the accessory trim plate. 7. Remove the three 7 mm hex head screws attaching the hazard warning switch mounting bracket to the accessory trim plate and remove the switch and bracket assembly. 8. Using a small flat-blade screwdriver, carefully depress the two retaining features on the side of the switch and remove the hazard warning switch from the bracket. 9. Install the new hazard warning switch in the mounting bracket. 10. Position the hazard warning switch and bracket assembly to the accessory trim plate and install the three attaching screws. Tighten Tighten to 3 N.m (27 lb in). 11. Connect the electrical connectors to the switches in the accessory trim plate. 12. Install the accessory trim plate to the IP and press into place until fully seated. 13. Place the gearshift lever in the PARK position. 14. Turn the ignition key to the OFF position and remove the key. Page 5218 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 176 Electrical Symbols Part 1 Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 10170 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 7993 Inflatable Restraint Sensing And Diagnostic Module: Service Precautions CAUTION: ^ Be careful when you handle a Sensing And Diagnostic Module (SDM). Do not strike or jolt the SDM. Before applying power to the SDM: ^ Remove any dirt, grease, etc. from the mounting surface ^ Position the SDM horizontally on the mounting surface ^ Point the arrow on the SDM toward the front of the vehicle ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. ^ If any water enters the vehicle's interior up to the level of the carpet or higher and soaks the carpet, the Sensing And Diagnostic Module (SDM) and the SDM harness connector may need to be replaced. The SDM could be activated when powered, which could cause deployment of the air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must be disabled. Refer to Disabling the SIR System. With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant soaking or evidence of significant soaking is detected, you must perform the following tasks: 1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4. Replace the SDM. Failure to follow these tasks could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. ^ Proper operation of the Supplemental Inflatable Restraint (SIR) sensing system requires that any repairs to the vehicle structure return the vehicle structure to the original production configuration. Not properly repairing the vehicle structure could cause non-deployment of the air bag(s) in a frontal collision or deployment of the air bag(s) for conditions less severe than intended. Trim Height Inspection Alignment: Service and Repair Trim Height Inspection Trim Height Inspection Procedure Trim Height Measurements Trim height is a predetermined measurement relating to vehicle ride height. Incorrect trim heights can cause bottoming out over bumps, damage to the suspension components and symptoms similar to wheel alignment problems. Check the trim heights when diagnosing suspension concerns and before checking the wheel alignment. Perform the following before measuring the trim heights: 1. Set the tire pressures to the pressure shown on the certification label. 2. Check the fuel level. Add additional weight if necessary to simulate a full tank. 3. Make sure the rear compartment is empty except for the spare tire. 4. Make sure the vehicle is on a level surface, such as an alignment rack. 5. Close the doors. 6. Close the hood. 7. All dimensions are measured vertical to the ground. Trim heights should be within - 10 mm to +10 mm to be considered correct. Z Height Measurement The Z height dimension measurement determines the proper ride height for the front end of the vehicle. There is no adjustment procedure. Repair may require replacement of suspension components. 1. Lift the front bumper of the vehicle up about 38 mm (1.5 inch). 2. Gently remove your hands. Let the vehicle settle. 3. Repeat this operation for a total of 3 times. 4. Measure from the bottom surface of the cradle, in line with the ball joint, of the lower ball joint in order to obtain the Z height measurement. 5. Push the front bumper of the vehicle down about 38 mm (1.5 inch). 6. Gently remove your hands. 7. Allow the vehicle to settle into position. 8. Repeat the jouncing operation 2 more times for a total of 3 times. 9. Measure the Z dimension. 10. The true Z height dimension number is the average of the high and the low measurements. Refer to Trim Height Specifications. D Height Measurement Specifications Valve Seat: Specifications Seat Angle ........................................................................................................................................... .................................................................. 46 degrees Valve Seat Runout ......................................... .................................................................................................................................... 0.025 mm (0.001 inch) Seat Width-Intake .......................................................................................................................................................... 1.55 - 1.80 mm (0.061 - 0.071 inch) Seat Width-Exhaust ......................................................................................................................................................... 1.70 - 2.0 mm (0.067 - 0.079 inch) Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 9518 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 10882 Power Window Switch: Service and Repair Right Front REMOVAL PROCEDURE 1. Use a flat bladed tool in order to remove the power window switch (3) from the door trim panel. Push in and lift up at the side of the switch. 2. Disconnect the electrical connector (2) from the power window switch (3). 3. Remove the power window switch bezel (1) from the power window switch (3) by releasing the retainers with the flat bladed tool. INSTALLATION PROCEDURE 1. Install the bezel (1) to the power window switch (3) by pressing it into the retainers until fully seated. 2. Connect the electrical connector (2) to the power window switch (3). 3. Install the power window switch (3) to the door trim panel by pressing it until fully seated. Sunshade Replacement Sun Visor: Service and Repair Sunshade Replacement Sunshade Replacement Removal Procedure 1. Remove the sunshade (3) from the sunshade anchor. 2. Rotate the sunshade (3) parallel to the door and pull in a downward motion in order to disconnect the sunshade retention clip. 3. Remove the sunshade (3) from the sunshade bezel (2). 4. Disconnect the electrical connector if required. 5. Remove the sunshade bezel (2) from the headliner (1) if required. Installation Procedure 1. Install the sunshade bezel (2) to the headliner (1) if required. 2. Connect the electrical connector if required. 3. Align the sunshade (3) parallel to the door. 4. Install the sunshade (3) to the sunshade bezel (2). Push up on the sunshade (3) and rotate the sunshade toward the front glass in order to connect the retention clip. 5. Reattach the sunshade (3) to the sunshade anchor. Service and Repair Trunk / Liftgate Hinge: Service and Repair Hinge Replacement - Rear Compartment Lid Removal Procedure 1. Remove the rear compartment lid. 2. Remove the torque rods. 3. Remove the rear window panel trim. 4. Remove the sound insulator to access the hinge bolts. 5. Remove the rear compartment lid hinge bolts (2) from the hinge. 6. Remove the rear compartment lid hinge (1) from the vehicle. Installation Procedure Page 9516 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 225 Engine Control Module: Technical Service Bulletins PCM - Intermittent Communication or DTC Codes Stored File In Section: 08 - Body and Accessories Bulletin No.: 02-08-116-001 Date: January, 2002 INFORMATION Subject: Intermittent Communication or Serial Data DTC Codes Stored in History Models: 1997-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1997-1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1) Ignition Switch Usage It is possible to set a Serial Data DTC Code with improper usage of the ignition switch. On the above vehicles, if the ignition key is held between the ACCESSORY and ON position for over 5 seconds, and then rotated to ON and START sequentially, it is possible to set various DTC codes. The customer may see an illuminated Service Engine Soon, ABS and/or ETS OFF (Electronic Traction System) telltale. The next time the ignition switch is cycled, any set DTC codes will be stored in history and any telltales will be turned off. Important: If the above condition is encountered and the ETS OFF and ABS lights are illuminated, the ABS and ETS systems will be deactivated for that key cycle. Normal functioning of these systems will resume with the next key cycle. Why Does This Happen? If the ignition switch is held between the ACCESSORY and ON detent positions, it is possible to find a spot where the Ignition 1 input will be lost. If this condition remains for over 5 seconds, the PCM will interpret the loss of that signal as a communication fault and set an appropriate DTC code. How to Resolve This Issue ^ Instruct the customer on the proper operation of the ignition switch. ^ Instruct the customer not to "fiddle" with the switch. Actions such as slowly turning the key in order to see what instrument panel displays light in what order should be discouraged. ^ Do not attempt to hold the switch between detent positions. ^ Assure the customer that no fault exists in the vehicle and that under normal operating conditions, this concern should not reappear. ^ There are no possible software changes that will prevent the above condition. ^ Do not attempt to replace the ignition switch to remedy this condition. ^ You may clear the history codes to eliminate any later diagnostic confusion. Refer to the Tech 2 Diagnostic Scan Tool Operating Manual for specific instructions on clearing history codes. Important: Do not attempt any repairs on the vehicle to remedy this condition. DISCLAIMER Page 9988 Various symbols are used in order to describe different service operations. Page 10702 Involved are certain 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass built within the VIN breakpoints shown. Page 9802 Low Fuel Lamp/Indicator: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 4605 Electrical Symbols Part 3 Page 2041 2. The noise may not be engine related. This step is to verify that the engine is making the noise. If the engine is not making the noise do not proceed further with this table. 3. The noise may be an internal engine noise. Removing the drive belt and operating the engine for a brief period will verify the noise is related to the drive belt. When removing the drive belt(s) the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. Inspect all drive belt pulleys for pilling. Pilling is the small balls or pills or it can be strings in the drive belt grooves from the accumulation of rubber dust. 6. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misalign pulley using a straight edge in the pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation procedure for that pulley. 10. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. 12. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 14. Replacing the drive belt when it is not damaged or there is not excessive pilling will only be a temporary repair. Drive Belt Excessive Wear Drive Belt Excessive Wear Diagnosis Diagnostic Aids ^ Excessive wear on a drive belt(s) is usually caused by an incorrect installation or the wrong drive belt for the application. ^ Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt(s) to make a noise or to fall OFF. ^ Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt(s) fall OFF. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. The inspection is to verify the drive belt(s) is correctly installed on all of the drive belt pulleys. Wear on the drive belt(s) may be caused by mis-positioning the drive belt(s) by one groove on a pulley. 3. The installation of a drive belt that is two wide or two narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys. 4. This inspection is to verify the drive belt(s) is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt(s) should not come in contact with an engine or a body component when snapping the throttle. Drive Belt Falls Off Drive Belt Falls Off Diagnosis Page 7931 1. Position the vacuum hose harness. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the vacuum hose harness clip screw. Tighten Tighten the harness clip screw to 1 N.m (9 lb in). 3. Connect the blue hose (1) to the defroster actuator (2). 4. Connect the green hose (5) to the defroster actuator (2). 5. Connect the violet hose (3) to the vacuum tank (4). 6. Connect the orange hose (6) to the recirculation actuator (7). 7. Connect the yellow hose (1) to the mode actuator (2). 8. Connect the red hose (3) to the mode actuator (2). 9. Install the vacuum hose harness clips (4) to the HVAC module assembly. 10. Install the HVAC module assembly. Page 904 Manifold Pressure/Vacuum Sensor: Service and Repair MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the screws that attach the MAP sensor to the bracket. 3. Disconnect the MAP sensor electrical connector. 4. Disconnect the MAP inlet vacuum hose. 5. Remove the MAP sensor from the bracket. INSTALLATION PROCEDURE 1. Position the MAP sensor to the bracket. 2. Connect the MAP inlet vacuum hose. 3. Connect the MAP sensor electrical connector. NOTE: Refer to Fastener Notice in Service Precautions. 4. Install the retaining bolt. Tighten Tighten the retaining bolt to 3 N.m (27 lb in). Service and Repair Seat Belt Latch: Service and Repair SEAT BELT LATCH REPLACEMENT - CENTER REAR REMOVAL PROCEDURE 1. Remove the rear seat cushion. 2. Remove the anchor bolt (2) from the rear center latch belt (1). 3. Remove the center latch belt (1) from the vehicle. INSTALLATION PROCEDURE 1. Install the rear center latch belt (1) into the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the rear seat anchor bolt (2) to the rear center latch belt (1). Tighten Tighten the bolt to 42 N.m (31 lb ft). 3. Install the rear seat cushion. Page 7242 6. Remove the rack and pinion boot (1) from the rack and pinion gear assembly. Assembly Procedure 1. Install the new boot clamp (2) onto the rack and pinion boot (1). 2. Prior to rack and pinion boot installation, apply grease to the inner tie rod assembly (2) and the rack and pinion gear assembly (1). 3. Install the rack and pinion boot (3) onto the inner tie rod assembly (2). Important: The rack and pinion boot (3) must not be twisted, puckered or out of shape in any way. If the rack and pinion boot (3) is not shaped properly, adjust the rack and pinion boot (3) by hand before installing the boot clamp. 4. Install the rack and pinion boot onto the gear assembly (1) until the rack and pinion boot (3) is seated in the gear assembly groove. Page 4108 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 4819 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 6374 Brake Caliper: Specifications Front Caliper Bore Diameter ................................................................................................................ ..................................................... 60.0 mm (2.36 in) Page 2951 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 9805 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Body - Water Leaks to Interior/Trunk Tail Lamp: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 4536 Electrical Symbols Part 2 Page 735 Electrical Symbols Part 4 Service and Repair Trunk / Liftgate Weatherstrip: Service and Repair Weatherstrip Replacement - Rear Compartment Opening Removal Procedure 1. Open the rear compartment. 2. Starting at the joint, pull the rear compartment lid weatherstrip (1) from the from the flange. 3. Remove the rear compartment lid weatherstrip from the vehicle. 4. Remove any adhesive from the flange with 3M(TM) Adhesive Remover P/N 8984 or equivalent. Installation Procedure Important: Apply light hand pressure in order to seat the strip when installing the rear compartment lid weatherstrip to the flange. Impact loads, such as with a mallet, will result in waterleaks. 1. Position the rear compartment lid weatherstrip (1) to the flange. 2. Use light hand pressure to seat the rear compartment lid weatherstrip (1) to the flange. 3. Inspect the entire flange opening in order to ensure that the clinch is completely seated. 4. Close the rear compartment. 5. Use a hose with no nozzle attached to test the weatherstrip for leaks. 6. If the weatherstrip leaks, do the following: 1. Remove the rear compartment lid weatherstrip from the flange. 2. Brush the perimeter of the flange with weatherstrip adhesive, 3M(TM) P/N 08011 or equivalent. 3. Install the rear compartment lid weatherstrip to the flange. Page 4538 Electrical Symbols Part 4 Brake Caliper Bracket Replacement Brake Caliper: Service and Repair Brake Caliper Bracket Replacement Brake Caliper Bracket Replacement Removal Procedure Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from it's mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the bake hose and in turn may cause a brake fluid leak. 1. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the caliper. 2. Remove the front brake pads. 3. Remove the caliper bracket bolts (2). 4. Remove the caliper bracket (1). Installation Procedure Important: To ensure that the proper clamp load will be present when installed, it is imperative that the threads on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris and inspected before proceeding with installation. 1. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the knuckle. 2. Apply THREADLOCKER GM P/N 12345493 (Canadian P/N 10953488) or equivalent to the threads of the brake caliper bracket bolts (2). Notice: Refer to Fastener Notice in Service Precautions. 3. Install the caliper bracket (1) with the bracket bolts (2). ^ Tighten the caliper bracket bolts to 115 Nm (85 ft. lbs.). 4. Install the front brake pads. 5. Install the caliper. Page 2683 9. Install the instrument panel closeout/insulator panel screws. Tighten Tighten the screws to 2 N.m (18 lb in). Parts Information Parts are available from any local auto parts store. The phone number for 3M(R) is 1-800-364-3577. Warranty Information For vehicles repaired under warranty, use the table shown. DISCLAIMER OnStar(R) - Cellular Antenna Replacement Parts Antenna, Phone: Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. OnStar(R) - Aftermarket Device Interference Information Navigation System: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer OnStar(R) - Incorrect GPS Position Reported During Call Navigation System: Customer Interest OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Fuel System - No Start/Low Power/Hesitation Fuel Pump Pickup Filter: All Technical Service Bulletins Fuel System - No Start/Low Power/Hesitation Bulletin No.: 05-06-04-026A Date: April 27, 2005 TECHNICAL Subject: Vehicle Hesitates, No Start, Lack of Power, Low Fuel Pressure (Test Fuel Pressure and Replace Fuel Pump Module Strainer) Models: 2002-2003 Chevrolet Malibu 2002-2005 Chevrolet Cavalier 2004-2005 Chevrolet Classic 2002-2004 Oldsmobile Alero 2002-2005 Pontiac Grand Am, Sunfire Supercede: This bulletin is being revised to add a additional step to retest the fuel pressure after the strainer is replaced. Please discard Corporate Bulletin Number 05-06-04-026 (Section 06 - Engine). Condition Some customers may comment that the vehicle hesitates, does not start, and/or has lack of power. Cause The vehicle may have low fuel pressure caused by a restricted fuel pump strainer. The current fuel pump has a 100 micron strainer. Correction Follow the service procedure below to test fuel pressure and replace the fuel strainer with a 200 micron strainer. Caution: ^ Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. ^ Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. Note: Clean the fuel system service cap and surrounding area to avoid possible contamination in the system. Important: Verify that adequate fuel is in the fuel tank before proceeding with this diagnostic. 1. Turn OFF the ignition. 2. Turn OFF all accessories. 3. Install fuel pressure gauge, J 34730-1A, or equivalent. Important: ^ The fuel pump relay may need to be commanded ON a few times in order to obtain the highest possible fuel pressure. ^ DO NOT start the engine. 4. Command the fuel pump relay ON with a scan tool. Page 1029 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7791 6. Install the evaporator hose assembly to the condenser. 7. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. Page 7924 1. Install a NEW O-ring seal in the refrigerant pressure sensor. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the pressure sensor to the fitting. Tighten Tighten the sensor to 5 N.m (44 lb in). 3. Connect the refrigerant pressure sensor electrical connector. 4. Leak test the fittings of the component using the J 39400-A. Page 8490 Radio/Audio System Schematics: Rear Speakers Without Radio Amplifier Page 5435 1. Install the upper clip of the AT shift lock control onto the upper pivot point, and the lower clip onto the lower pivot point. 2. Install the center console. 3. Install the electrical connector to the AT shift lock control. 4. Connect the negative battery cable. Page 5576 For vehicles repaired under warranty, use the table. Disclaimer Page 2230 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Page 6748 Electrical Symbols Part 3 Page 5932 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 2906 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Input Speed Sensor Connector, Wiring Harness Side Page 3173 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 8652 Electrical Symbols Part 1 Page 1694 Relay Box: Service and Repair Attached to Wire Harness REMOVAL PROCEDURE 1. Locate the relay. Refer to the Master Electrical Component List. 2. Remove any fasteners which hold the relay in place. 3. Remove any Connector Position Assurance (CPA) devices or secondary locks. IMPORTANT: Use care when removing a relay in a wiring harness when the relay is secured by fasteners or tape. 4. Separate the relay (1) from the wire harness connector (2). INSTALLATION PROCEDURE 1. Connect the relay (1) to the wire harness connector (2). 2. Install any Connector Position Assurance (CPA) devices or secondary locks. 3. Install the relay using any fasteners or tape that originally held the relay in place. Page 189 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 637 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 9249 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 7680 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 4874 Various symbols are used in order to describe different service operations. Page 887 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 5073 Ignition Control Module (ICM) C2 Page 4886 Electrical Symbols Part 2 Exhaust Manifold Replacement - Left Exhaust Manifold: Service and Repair Exhaust Manifold Replacement - Left Exhaust Manifold Replacement - Left Removal Procedure 1. Remove the crossover pipe. 2. Remove the exhaust manifold heat shield bolts. 3. Remove the exhaust manifold heat shield. 4. Remove the exhaust manifold nuts. 5. Remove the exhaust manifold. 6. Remove the exhaust manifold gasket. Page 6060 Constant Velocity Joint: Service and Repair Wheel Drive Shaft Outer Joint and Seal Replacement Wheel Drive Shaft Outer Joint and Seal Replacement - Tools Required J 35910 Drive Axle Seal Clamp Pliers - J 8059 Snap Ring Pliers Disassembly Procedure 1. Remove the large seal retaining clamp from the CV joint with a side cutter. Discard the seal retaining clamp. 2. Remove the small seal retaining clamp from the halfshaft bar (4) with a side cutter. Discard the seal retaining clamp. 3. Separate the seal (5) from the CV joint outer race (1) at large diameter and slide the seal (5) away from joint along bar (4). 4. Wipe the grease from the face of the CV joint inner race (2). 5. Spread the ears on the race retaining ring (3) using the J 3059 and remove the CV joint assembly (1) from the bar (4). 6. Remove the seal (5) from the bar (4). 7. Use a brass drift and a hammer in order to gently tap on the CV joint cage (1) until the cage is tilted enough to remove the first chrome alloy ball (2). 8. Tilt the cage in the opposite direction in order to remove the opposing ball. 9. Repeat this process until all 6 balls are removed. Page 8883 Rear Door Panel: Service and Repair Water Deflector Water Deflector Replacement - Rear Door Removal Procedure 1. Remove the rear door trim panel. 2. Starting at the top and pulling downward, separate the rear door water deflector (1) from the rear door. 3. Route the electrical harness through the openings in the rear water deflector (1). 4. Remove the rear door water deflector (1) from the rear door. Installation Procedure 1. Route the electrical harness through the openings in the rear door water deflector (1). 2. Position the rear door water deflector (1) to the rear door. 3. Press the rear door water deflector (1) onto the rear door, until fully seated. 4. Install the rear door trim panel. Glass/Body - Windshield Wiper Performance Wiper Blade: Technical Service Bulletins Glass/Body - Windshield Wiper Performance INFORMATION Bulletin No.: 06-08-43-003C Date: February 21, 2011 Subject: Windshield Wiper Performance, Cleaning Instructions and Maintenance Models: 2012 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2010 and Prior Isuzu Medium Duty Trucks 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add the 2011 and 2012 model year. Please discard Corporate Bulletin Number 06-08-43-003B (Section 08 - Body and Accessories). Wiper Concerns Most concerns about windshield wiper performance are the result of dirty wiper blades, damaged wiper blades, or worn out blades that are continuing to be used beyond their useful life. Depending on environmental conditions, wiper blades can have dramatic differences in lifespan. Here are some tips and guidelines to maximize wiper performance to avoid damage to the blades, and to avoid unnecessary replacements. Many wiper blades are being replaced under warranty with reviews showing there is nothing wrong with the returned blades other than a build-up of dirt. Additionally, advise the customer to review the information in their Owner Manual. Inspection and Cleaning Scheduled Maintenance - Inspect your wipers rubber blades every 4-6 months or 12,000 km (7,500 mi) for wear, cracking or contamination. - Clean the windshield and the rubber wiper blades (using the procedure below) if the blades are not clearing the glass satisfactorily. If this does not correct the problem, then replace the rubber elements. Cleaning Procedure Important Avoid getting windshield washer fluid on your hands. Wear rubber gloves or avoid direct contact with washer fluid. Important Do not use gasoline, kerosene, or petroleum based products to clean wiper blades. - Clean the rubber blades using a lint free cloth or paper towel soaked with windshield washer fluid or a mild detergent. You should see significant amounts of dirt being removed on the cloth. - Be sure to wash the windshield thoroughly when you clean the blades. Bugs, road grime, sap and a buildup of car wash/wax treatments may additionally cause wiper streaking. Tip For a larger scale buildup on the windshield, use a non-abrasive cleaner such as Bon-Ami* (www.faultless.com) cleanser with a wet sponge, being sure to use plenty of water to avoid scratching the glass. Flush the surface and body panels completely. Tip For day-to-day exterior glass cleaning and to maintain a streak free appearance, suggest Vehicle Care Glass Cleaner, P/N 88862560 (in Canada, 992727). This product is an easy to use foaming cleaner that quickly removes dirt and grime from glass surfaces. Tip Interior glass should be cleaned with plain, clean water to eliminate any film or haze on the window and help prevent fogging, a major customer dissatisfier. Refer to Corporate Bulletin Number 03-00-89-006D for more information. The New Vehicle Pre-Delivery Inspection form also recommends using plain water to clean interior glass. *"We believe this material to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or equipment from these firms or any such items which may be available from other sources. Page 3481 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 3801 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 10706 12. Connect the electrical connector to the hazard warning switch. 13. Connect the electrical connectors to the other switches in the trim plate. 14. Position and align the IP cluster trim plate to the IP and carefully press into place. 15. Install the two screws that attach the IP cluster bezel to the IP. Tighten Tighten to 2 N.m (18 lb in). 16. Install the upper steering column cover to the steering column. 17. Position the lower steering column cover to the upper cover and install the three attaching screws. Tighten Tighten to 2 N.m (18 lb in). 18. Install the AIR BAG fuse in the panel and install the cover. 19. Turn the ignition switch to the ON position and verify that the AIR BAG light flashes seven times and goes out. Verify hazard warning switch operation. Alero, Cutlass 1. Remove the hazard warning switch bezel from the IP using a small flat-bladed tool to release the retainers. Important: Both retainers must be released at the same time in order to remove the air outlet in the next step. 2. Using two flat-blade screwdrivers (2), carefully release the two retainers that attach the IP center air outlet (1). With both retainers released, pull Page 10678 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Park/Neutral Position (PNP) Switch, C1 Page 1300 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 9730 Important: With the availability of this new fuel level sender kit, DO NOT replace the complete fuel level sender assembly, P/N 22683260. To insure correct installation, follow the instructions contained in the kit and the service procedure in the applicable Service Manual Parts Information Parts are expected to be available from GMSPO on April 10, 2003. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 2328 Electrical Symbols Part 3 Page 10907 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Description and Operation Brake Warning Indicator: Description and Operation Brake System Indicator The Body Control Module (BCM) sends a message to the IPC via the Serial Peripheral Interface (SPI) requesting illumination. The IPC illuminates the brake indicator when the following occurs: ^ The BCM detects that the park brake is engaged. If the vehicle speed is greater than 5 km/h (3.1 mph) with the park brake engaged, the BCM sends a class 2 message to the radio in order to activate an audible warning. ^ The BCM detects a low brake fluid condition, signal circuit is low. The BCM also sends a class 2 message to the radio in order to activate an audible warning. ^ The BCM detects a malfunction in the brake fluid level circuit. The BCM also sends a class 2 message to the radio in order to activate an audible warning. ^ The Electronic Brake Control Module (EBCM) detects a malfunction in the braking system. The BCM receives a class 2 message from the EBCM requesting illumination. The BCM also sends a class 2 message to the radio in order to activate an audible warning. ^ The IPC performs the displays test at the start of each ignition cycle as commanded by the BCM. The indicator illuminates for approximately 3 seconds. Page 4914 Throttle Position (TP) Sensor Page 713 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Service and Repair Push Rod: Service and Repair Valve Rocker Arm and Push Rod Replacement - Tools Required J 36660-A Torque Angle Meter Removal Procedure 1. Remove the valve rocker arm covers. Important: Keep the components separated in order to install the components in the same location. 2. Remove the rocker arm bolts. 3. Remove the rocker arms. Important: Keep the pushrods in order in order to install the pushrods in the original position. 4. Remove the pushrods. Installation Procedure 1. Install the pushrods in the original location. - Coat the ends of the pushrods and rocker arm bearing surfaces with GM P/N 12345501 or GM P/N 88862586 (Canadian P/N 992704 or Canadian P/N 88862586) or the equivalent. - The intake pushrods are identified with yellow stripes and are 5 3/4 inches long. - Exhaust pushrods are identified with green stripes and are 6 inches long. - Ensure that the pushrods seat in the lifter. 2. Install the rocker arms. 3. Install the rocker arm bolts. See TSB 02-06-01-034. Tighten the rocker arm bolts to 14 Nm (124 inch lbs.). Use the J 36660-A in order to tighten the bolts an additional 30 degrees. 4. Install the valve rocker covers. Weatherstrip Replacement - Rear Door Opening Rear Door Weatherstrip: Service and Repair Weatherstrip Replacement - Rear Door Opening Weatherstrip Replacement - Rear Door Opening Removal Procedure 1. Remove the carpet retainer. 2. Remove the center pillar upper trim panel. 3. Remove the center pillar lower trim panel. 4. Remove the rear quarter upper trim panel. 5. Remove the body lock pillar trim panel. 6. Remove the door opening weatherstrip (1) from the door opening. 7. Grasp the weatherstrip (1) and pull it from the body flange. 8. Clean any adhesive from the body flange using 3M(TM) adhesive remover P/N 8984, or equivalent. Installation Procedure 1. Apply a small amount of weatherstrip adhesive GM P/N 12345096, or equivalent to the weatherstrip. 2. Install the door opening weatherstrip by aligning the appropriate color dot (1) with the top rear of the door opening and pressing until fully seated. 3. Finish installing the door opening weatherstrip by pressing the weatherstrip into place in a clockwise direction around the door opening. 4. Install the rear quarter upper trim panel. 5. Install the body lock pillar trim panel. Page 9867 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 834 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table as shown. DISCLAIMER Page 7017 Fuse Block: Diagrams Fuse Block Underhood Fuse Block Underhood, C1 Page 2151 Oil Pressure Sender: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Diagrams. Page 6506 Brake Drum: Adjustments Drum Brake Adjustment ^ Tools Required ^ J21177-A Drum-to-Brake Shoe Clearance Gage 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the rear wheels and tires. 3. Remove the rear drums. 4. Set the J21177-A so that the J21177-A contacts the inside diameter of the drum at the widest point. 5. Position the J 21177-A over the shoes at the widest point. 6. Turn the adjuster nut until the shoes just contact the J 21177-A. 7. Repeat steps two through five for the other rear brake assembly. 8. Install the rear drums. 9. Install the rear wheels and tires. 10. Lower the vehicle. Page 2967 Fuel Level Sensor: Description and Operation Fuel Level Sensor The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the class 2 circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 4065 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 173 Locations View Page 612 3. Insert the key and turn the ignition switch to the ON position. 4. Place the gearshift lever in the LOW position. 5. Using a small flat-blade screwdriver, carefully disengage the accessory trim plate from the instrument panel (IP). 6. Disconnect the electrical connectors from the switches installed in the accessory trim plate. 7. Remove the three 7 mm hex head screws attaching the hazard warning switch mounting bracket to the accessory trim plate and remove the switch and bracket assembly. 8. Using a small flat-blade screwdriver, carefully depress the two retaining features on the side of the switch and remove the hazard warning switch from the bracket. 9. Install the new hazard warning switch in the mounting bracket. 10. Position the hazard warning switch and bracket assembly to the accessory trim plate and install the three attaching screws. Tighten Tighten to 3 N.m (27 lb in). 11. Connect the electrical connectors to the switches in the accessory trim plate. 12. Install the accessory trim plate to the IP and press into place until fully seated. 13. Place the gearshift lever in the PARK position. 14. Turn the ignition key to the OFF position and remove the key. Page 4574 - Shell - Shell-Canada - Entec Stations located in the greater Montgomery, Alabama area. - MFA Oil Company located throughout Missouri. - Kwik Trip, Inc. in Minnesota and Wisconsin and Kwik Star convenience stores in Iowa. The Somerset Refinery, Inc. at Somerset Oil stations in Kentucky. Aloha Petroleum - Tri-Par Oil Company - Turkey Hill Minit Markets - Texaco - Petro-Canada - Sunoco-Canada - Road Ranger located in Illinois, Indiana, Iowa, Kentucky, Missouri, Ohio and Wisconsin What is TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency. It meets new, voluntary deposit control standards developed by six automotive companies that exceed the detergent requirements imposed by the EPA. Where Can TOP TIER Detergent Gasoline Be Purchased? The TOP TIER program began on May 3, 2004 and many fuel marketers have joined the program and have introduced TOP TIER Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, they will appear on a list of brands that meet the TOP TIER standards. Where Can I find the Latest Information on TOP TIER Fuel and Retailers? On the web, please visit www.toptiergas.com for additional information and updated retailer lists. Who developed TOP TIER Detergent Gasoline standards? TOP TIER Detergent Gasoline standards were developed by six automotive companies: Audi, BMW, General Motors, Honda, Toyota and Volkswagen. Why was TOP TIER Detergent Gasoline developed? TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in gasoline. The EPA requires that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In order to meet TOP TIER Detergent Gasoline standards, a higher level of detergent is needed than what is required by the EPA. Also, TOP TIER was developed to give fuel marketers the opportunity to differentiate their product. Why did the six automotive companies join together to develop TOP TIER? All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency is an issue of concern to several automotive companies. What are the benefits of TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" set by the EPA. Clean engines help provide optimal fuel economy and performance and reduced emissions. Also, use of TOP TIER Detergent Gasoline will help reduce deposit related concerns. Disclaimer Page 7782 Compressor Control Valve Assembly: Service and Repair Installation (V5 - Direct Mount) TOOLS REQUIRED J 41790 Compressor Holding Fixture 1. Coat the control valve O-rings with clean 525 viscosity refrigeration oil. 2. Push the compressor control valve into the compressor with thumb pressure. 3. Using internal snap ring pliers install the compressor control valve retaining ring. Ensure that the retaining ring is properly seated in the ring groove. 4. Remove the compressor from the J 41790. Page 9597 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 8287 1. Clean the inside of the glass with an alcohol wipe. 2. Dry the glass thoroughly using a lint free cloth. Important: The glass adhesion promoter described in the next step must be used to ensure a bonding of the coupling to the glass surface. Failure to use the described adhesion promoter may result in the coupling coming off the glass. 3. Apply Glass Adhesion Promoter, P/N 12378555 (in Canada, use P/N 88901239), to the glass in the area where you will install the antenna coupling. Follow the Glass Adhesion Promoter instructions on the product label. Important: ^ On rear backglass applications the RF connections for the inner antenna coupling should run parallel to the defogger gridline. ^ Align the inner and the outer antenna couplings. ^ Do not touch the adhesive backing on the antenna coupling. 4. Remove the protective film from the adhesive backing on the inner antenna coupling. 5. Align the inner antenna coupling to the existing exterior coupling. 6. Press firmly on all 4 corners and on the center of the antenna inner coupling (2) in order to ensure proper adhesion to the glass (4). Hold pressure on the inner coupling (2) for 10 to 30 seconds. 7. Ensure that no gaps occur between the couplings (5, 2) and the glass (4). 8. Connect the coaxial cable to the inner coupling (2). 9. Keep the vehicle dry. Allow 6 to 8 hours, at 15°C (60° F), for the adhesive to cure after installation. Coupling Replacement - Antenna Outer Body - Water Leaks to Interior/Trunk Sunroof / Moonroof Weatherstrip: Customer Interest Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Diagram Information and Instructions Dimmer Switch: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 494 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 6752 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 5542 Disclaimer Page 7140 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Page 1049 Equivalents - Decimal And Metric Part 1 Fuse Block Left IP Fuse Block: Diagrams Fuse Block Left IP Fuse Block Left IP, C1 Part 1 Disabling Air Bag(s) Arming and Disarming: Service and Repair Disabling IMPORTANT: Refer to SIR Service Precautions. 1. Turn the steering wheel so that the vehicle's wheels are pointing straight ahead. 2. Turn OFF the ignition. 3. Remove the key from the ignition switch. 4. Remove the LH I/P wiring harness junction block access panel 5. Remove the AIR BAG Fuse from the LH I/P wiring harness junction block. IMPORTANT: With the AIR BAG Fuse removed and the ignition ON, the AIR BAG warning lamp illuminates. This is a normal operation and does not indicate an SIR system malfunction. 6. Remove the Connector Position Assurance (CPA) (2) from the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 7. Disconnect the steering wheel module coil connector (1). 8. Remove the RH I/P wiring harness junction block access panel 9. Remove the CPA (2) from the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 10. Disconnect the IP module connector (3). Page 3385 Knock Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Disconnect the wiring harness connector from the knock sensor. 4. Remove the knock sensor from the engine block. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory and applying additional sealant affects the sensor's ability to detect detonation. 1. Install the knock sensor into engine block. Tighten Tighten the knock sensor to 19 N.m (14 lb ft). 2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. Page 9651 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 8483 Various symbols are used in order to describe different service operations. Page 10536 For vehicles repaired under the terms of this special policy, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special policy condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12 for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs for the special policy condition are to be submitted prior to or by January 31, 2006 for 1999-2000 vehicles and May 31, 2007 for 2001-2002 vehicles. Repairs must have occurred within 10 years of the date the vehicle was originally placed in service, or 150,000 km (240,000 km), whichever occurs first. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductible), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Disclaimer Service Procedure The following procedure provides instructions for replacing the hazard warning switch located in the instrument panel (I/P). For additional information, refer to the Lighting subsection in the Body and Accessories section of the appropriate Service Manual or SI. Malibu 1. Remove the cover from the left side instrument panel (I/P) wiring harness junction block access panel. Page 4614 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2330 Oil Pressure Sender: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 2186 6. Install the vacuum hose (1) to the fuel pressure regulator (3) and the crankcase ventilation valve (2). 7. Connect the TP sensor. 8. Connect the IAC. 9. Connect the fuel injector harness. Page 4129 6. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 5443 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 2-3 shift solenoid retainer clip (304), the 2-3 shift solenoid (305) with O-ring (303), the 2-3 shift valve (307), and the 2-3 shift valve spring (306). Installation Procedure 1. Install the 2-3 shift valve spring (306), the 2-3 shift valve (307), the 2-3 shift solenoid (305) with O-ring (303) and the 2-3 shift solenoid retainer clip (304) 2. Install the transmission side cover. Page 10798 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 308 Conversion - English/Metric Page 2940 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4783 Fuel Pump And Sender Assembly Page 9421 The GM Vehicle Care Odor Eliminator product is an effective odor elimination product when used properly. It must come into direct contact with the odor source. It should be used in conjunction with diagnostic procedures to first eliminate the root cause of the odor. Some procedures for use after odor root cause correction are: STEP TWO: ^ Use the trigger spray head. ^ Put a drop of dish soap the size of a quarter in the bottom of a bottle. ^ Add 8 oz. of GM Vehicle Care Odor Eliminator (1 cup) to the dish soap and top off the bottle with tap water. ^ This formula should be used on hard surfaces (dash, interior plastic molding, and floor pan) STEP THREE: The third step to neutralizing the vehicle is a light to medium treatment of all carpeting and upholstered seats with the GM Vehicle Care Odor Eliminator formula and a wide fan spray setting (at full strength) (i.e.: carpeting on the driver's side requires 4-5 triggers pulls for coverage). The headliner and trunk should be sprayed next. Lightly brushing the formula into the carpeting and upholstery is a recommended step for deep odor problems. The dash and all hard surfaces should be sprayed with dish soap/water mixture. Let stand for 1-2 minutes then wipe off the surface. STEP FOUR: (vehicle ventilation system treatment) The ventilation system is generally the last step in the treatment of the vehicle. a. Spray the GM Vehicle Care Odor Eliminator formula into all dash vents. (1-2 trigger pulls per vent). b. Start the vehicle and turn the vehicle fan on high cool (not A/C setting). c. Spray the formula (10 trigger pulls) into the outside fresh air intake vent (cowl at base of windshield) d. Enter the vehicle after 1 minute and wipe off the excess formula spurting out of the dash vents. e. Smell the air coming from the dash vents. If odors are still present, spray another 5 triggers into the cowl, wait another minute and smell the results. Once you have obtained a fresh, clean smell coming from the vents, turn the system to the A/C re-circulation setting. Roll up the windows, spray 3-5 pumps into the right lower IP area and let the vehicle run with the fan set on high for 5-7 minutes. Please follow this diagnosis process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed. If these steps do not resolve the condition, please contact GM TAC for further diagnostic assistance. Additional Suggestions to Increase Customer Satisfaction Here are some additional ideas to benefit your dealership and to generate greater customer enthusiasm for this product. ^ Keep this product on-hand for both the Service Department and the Used Car lot. Add value to your used car trades; treat loaner and demo cars during service and at final sale to eliminate smoke, pet, and other common odors offensive to customers. Make deodorizing a vehicle part of your normal vehicle detailing service. ^ Consider including GM Vehicle Care Odor Eliminator as a give-away item with new vehicle purchases. Many dealers give away as "gifts" various cleaning supplies at time of delivery. GM Odor Eliminator is one of a few products GM offers that has as many uses in the home as in the vehicle. Customers may find this product can be used for a host of recreational activities associated with their new vehicle, such as deodorizing a boat they tow, or a camper. ^ GM Odor Eliminator and many of the GM Vehicle Care products offer you the chance to increase dealership traffic as these superior quality products cannot be purchased in stores. Many Dealerships have product displays at the parts counter. Consider additional displays in the Customer Service Lounge, the Showroom and at the Service Desk or Cashier Window. Many customers who purchase vehicles and receive regular maintenance at your dealership may never visit the parts counter, and subsequently are not exposed to the variety and value that these products offer. Parts Information Service and Repair Cowl Moulding / Trim: Service and Repair Air Inlet Grille Panel Replacement Tools Required J 38778 Door Trim Pad and Garnish Clip Remover Removal Procedure 1. Open the hood. 2. Remove the wiper arm assemblies. 3. Disconnect the washer tubing from the air inlet screen. 4. Using J 38778, remove the air inlet grille panel push-in retainers (1) from the panel. 5. Remove the air inlet grille panel from the vehicle. Installation Procedure 1. Position the air inlet grille panel to the vehicle. 2. Install the air inlet grille panel push-in retainers (1) to the panel. 3. Connect the washer tubing to the air inlet panel. 4. Install the wiper arms and blade assemblies. 5. Close the hood. Page 7658 Air Duct: Service and Repair Defogger Outlet Duct Replacement - Side Window, RH REMOVAL PROCEDURE 1. Remove the instrument panel (IP) carrier. 2. Remove the right defogger outlet duct bolt from the air distribution duct. 3. Remove the right defogger outlet duct retainer from the tie bar bracket. 4. Remove the right defogger outlet duct from the vehicle. INSTALLATION PROCEDURE 1. Install the right defogger outlet duct through the tie bar bracket. 2. Install the right defogger outlet duct retainer to the tie bar bracket. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the right defogger outlet duct bolt to the air distribution duct. Tighten Tighten the bolt to 2 N.m (18 lb in). 4. Install the IP carrier. Page 633 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Within an Electrical Center Relay Box: Service and Repair Within an Electrical Center TOOLS REQUIRED J 43244 Relay Puller Pliers REMOVAL PROCEDURE 1. Remove the electrical center cover. 2. Locate the relay. Refer to Electrical Center Identification Views to locate the electrical center where the relay exists. IMPORTANT: ^ Always note the orientation of the relay. ^ Make sure the electrical center is secure, as not to put added stress on the wires or terminals. 3. Using the J 43244 (1) position the tool on opposing corners of the relay (2). NOTE: Use J 43244 to pull the relay straight out from the electrical center terminals. The use of pliers or a flat bladed tool could damage the electrical center. 4. Remove the relay (2) from the electrical center. INSTALLATION PROCEDURE Page 7942 Repairs and Inspections Required After a Collision: Service and Repair Steering Column Steering Column Accident Damage Inspection - Off Vehicle - Vehicles involved in accidents resulting in frame damage, major body or sheet metal damage, or where the steering column has been impacted, or where supplemental inflatable restraint systems deployed may also have a damaged or misaligned steering column. - Check the capsules on the steering column bracket assembly: all must be securely seated in the bracket slots and checked for any loose conditions when pushed or pulled by hand. If not, the bracket should be replaced if bolted to the jacket assembly. If the bracket is welded to the jacket assembly replace the jacket assembly. - Check for jacket assembly collapse by measuring the distance from the lower edge of the upper jacket to a defined point on the lower jacket. If measured dimensions are not within specifications, a new jacket must be installed. - Inflatable restraint steering wheel module coil must be removed from the steering column and allowed to hang freely before shaft is rotated. Failure to do so could damage the inflatable restraint steering wheel module coil. - Visually inspect steering shaft for sheared injected plastic. If steering shaft shows sheared plastic (1), a new steering shaft must be installed. - Any frame damage that could cause a bent steering shaft must have the steering shaft runout checked in the following manner. Using a dial indicator at the lower end of the steering shaft, have the steering wheel rotated. Runout must not exceed 1.60 MM. Low/Reverse Servo Assembly Replacement Band Apply Servo: Service and Repair Low/Reverse Servo Assembly Replacement Low/Reverse Servo Assembly Replacement Removal Procedure 1. Remove the transmission oil pan and filter. 2. Remove the oil feed pipes. 3. Remove the three lo and the reverse band servo cover bolts, the servo and the spring. 4. Disassemble, clean and inspect the lo/reverse servo assembly. Installation Procedure 1. Assemble the lo/reverse servo. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the lo and the reverse band servo cover bolts. - Tighten the bolts to 12 Nm (106 inch lbs.). 3. Install the oil feed pipe. 4. Install the oil filter and pan. 5. Lower the vehicle. 6. Refill the transmission to the proper level with DEXRON III using the following: - Fluid Capacity Specifications. - Transmission Fluid Checking Procedure. Page 7687 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 9882 Oil Pressure Sender: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Diagrams. Page 10077 Ambient Light Sensor: Testing and Inspection For information regarding this component and the system that it is a part of, please refer to Lighting and Horns Testing and Inspection. Page 987 Throttle Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Initial Inspection and Diagnostic Overview Information Bus: Initial Inspection and Diagnostic Overview Begin the diagnosis of the Data Link Communications by performing the Diagnostic system check for the system in which the customer concern is apparent. The Diagnostic system check will direct you to the correct procedure for diagnosing the system and where the procedure is located. Page 9811 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 1321 Window Switch - LR Page 3569 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 3014 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 432 Oil Pressure Sender: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 7613 Disclaimer Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview Begin the diagnosis of the body control system by performing the Diagnostic System Check for the system in which the customer concern is apparent. The Diagnostic System Check will direct you to the correct procedure for diagnosing the system end where the procedure is located. Page 1199 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 8764 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Specifications Transmission Speed Sensor: Specifications Speed Sensor Housing to Case .............................................................................................................................................................. 11 Nm (97 inch lbs.) Sensor, Input Speed-M6 x 1.0 x 15.0 (Qty 1) ..................................................................................................................................... 12 Nm (106 inch lbs.) Sensor, Output Speed (Stud)-M6 x 1.0 x 15.0 (Qty 1) ........................................................................................................................ 12 Nm (106 inch lbs.) Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 4667 Steps 1-6 Fascia Replacement - Front Bumper Front Bumper Cover / Fascia: Service and Repair Fascia Replacement - Front Bumper Fascia Replacement - Front Bumper Removal Procedure 1. Remove the grille. 2. Remove the upper push-in retainers (4) from the front bumper fascia (3). 3. Remove the front fender liners. 4. Remove the front bumper fascia to fender bolts (2). 5. Remove the front bumper fascia to fender bolts (3). 6. Remove the lower push-in retainers (4) from the bottom of the front bumper fascia (3). 7. Remove the side marker lamps from the front bumper fascia. 8. Remove the front bumper fascia (3) from the impact bar. Installation Procedure 1. Install the front bumper fascia (3) to the impact bar (5). 2. Install the side marker lamps to the front bumper fascia. 3. Install the lower push-in retainers (4) to the bottom of the front bumper fascia (3). Notice: Refer to Fastener Notice in Service Precautions. 4. Install the front bumper fascia to fender bolts (2). Tighten the bolts to 10 N.m (89 lb in). 5. Install the front bumper fascia to fender retainers (2). 6. Install the front fender liners. 7. Install the upper push-in retainers (4) to the front bumper fascia (3). 8. Install the grille. Page 2515 5. Install the HVAC module assembly. Page 3206 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 2708 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 7241 Steering Gear: Service and Repair Rack and Pinion Boot Replacement - Off Vehicle Rack and Pinion Boot Replacement - Off Vehicle ^ Tools Required J 22610 Keystone Clamp Pliers Disassembly Procedure 1. To remove the outer tie rod; refer to Tie Rod End Replacement - Outer. 2. Remove the hex jam nut (2) from the inner tie rod assembly (1). 3. Remove the tie rod end clamp (2) from the rack and pinion boot (1). 4. Remove the boot clamp (1) from the rack and pinion boot with side cutters. 5. Discard the boot clamp (1). Page 6904 C300 Page 954 Locations View Page 10816 Equivalents - Decimal And Metric Part 1 Page 2530 Electrical Symbols Part 3 Page 4297 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 10923 Conversion - English/Metric Page 10001 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 10542 15. Install the ignition switch bezel to the IP and press into place until fully seated. 16. Verify hazard warning switch operation. Page 10167 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4540 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6355 Brake Warning Indicator: Testing and Inspection For information regarding this component and the system that it is a part of, please refer to Hydraulic System Testing and Inspection. Front Stabilizer Link: Specifications Stabilizer Shaft Link Nuts 13 ft. lbs. Page 476 Dimmer Switch: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 10228 15. Install the ignition switch bezel to the IP and press into place until fully seated. 16. Verify hazard warning switch operation. Pressure Power Steering Line/Hose: Service and Repair Pressure Power Steering Pressure Hose Replacement Removal Procedure 1. Remove the drive belt from the vehicle. 2. Remove the power steering hose retainer nut (1) from the retainer (2). 3. Remove the pressure hose (4) from the power steering pump (1). 4. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 5. Remove the pressure hose (4) from the retainer (6). 6. Remove the pressure hose (4) from the power steering gear (5). 7. Remove the pressure hose (4) from the vehicle. Installation Procedure Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 7007 Fuse Block: Locations Underhood Fuse Block Underhood Fuse Block (Part 1) Page 5898 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the TCC solenoid retainer clip (304), the TCC solenoid (335), with two O-rings (337, 338), and screen, the TCC regulated apply valve (339) and the spring (340). Installation Procedure 1. Install the spring (340), the TCC regulated apply valve (339), the TCC solenoid (335) with two O-rings (337 and 338) and screen, and the TCC solenoid retainer clip (304). 2. Install the transmission side cover. HDLP Assembly or HDLP Bulb and/or Cornering, Sidemarker, Park, Turn Signal Bulb Replacement Turn Signal Bulb: Service and Repair HDLP Assembly or HDLP Bulb and/or Cornering, Sidemarker, Park, Turn Signal Bulb Replacement REMOVAL PROCEDURE 1. Open the hood. 2. Hold the headlamp in place while pulling upward on the release tabs (1). 3. Remove the headlamp (2) by pulling straight forward from the headlamp mounting panel. CAUTION: Refer to Halogen Bulb Caution in Service Precautions. 4. Disconnect the electrical connectors from the lamp sockets. 5. Remove the headlamp, and or park lamp sockets by rotating counterclockwise. 6. Pull the headlamp, and or park bulb from the socket. INSTALLATION PROCEDURE 1. Push the headlamp, and or park bulb into the socket. 2. Install the headlamp, and or park lamp by rotating the socket clockwise. 3. Connect the electrical connectors to the lamp sockets. Page 5800 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the transmission side cover. 2. Remove the six bolts from the TFP switch assembly (8, 12, and 16). 3. Remove the TFP switch assembly (13) from the control valve body assembly (18). The seven pressure switch O-rings are reusable and should remain with the TFP switch assembly. Installation Procedure 1. Install the TFP switch assembly (13) to the control valve body assembly (18). The seven pressure switch O-rings are reusable and should remain with the TFP switch assembly. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the six bolts to the TFP switch assembly (8, 12, and 16). - Tighten the bolts to 14 Nm (124 inch lbs.). 3. Install the transmission side cover. Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 614 Page 8056 7. Install the seat belt anchor bolt. Tighten Tighten the bolt to 42 N.m (31 lb ft). 8. Install the shoulder belt guide cover. 9. Inspect the seat belt assembly for proper operation. Refer to Operational and Functional Checks. 10. Install the trim panel to the lower center pillar. Page 3138 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 1690 Underhood Fuse Block (Part 2) Page 817 Fuel Level Sensor: Service and Repair REMOVAL PROCEDURE 1. Remove the fuel sender assembly. 2. Remove the fuel pump electrical retaining clip at the top of the fuel sender assembly. 3. Disconnect the fuel pump and fuel level sensor electrical connector. 4. Depress the 3 tabs (1) securing upper fuel reservoir and slide upward until free of lower reservoir (2). 5. Depress the tab on the fuel level sensor (1) while sliding up and out of the housing. 6. Remove the retaining clip from the electrical connector. 7. Remove the fuel level sensor wires from the connector, taking care to note the location of the wires. INSTALLATION PROCEDURE IMPORTANT: ^ Make sure the wires are routed under the fuel level sensor. ^ Make sure the tab locks in place. Page 8341 Page 364 Installation Procedure 1. Connect the electrical connector to the power seat switch. 2. Position the power seat switch to the seat cushion frame. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the power seat switch screws. Tighten the screws to 3 N.m (27 lb in). 4. Adjust the front seat cushion cover. Refer to Seat Cushion Cover Replacement - Front. 5. Align the bezel to the power seat switch and press into place until fully seated. 6. Adjust the front bucket seat to the original position. Page 9093 1. Remove the lock pillar lower trim panel. 2. Remove the carpet retainer. 3. Remove the center pillar lower trim panel (1). Installation Procedure 1. Install the center pillar lower trim panel (1). 2. Install the carpet retainer. 3. Install the lock pillar lower trim panel. Trim Panel Replacement - Rear Quarter Upper Trim Panel Replacement - Rear Quarter Upper Removal Procedure 1. Remove the upper quarter trim fastener. 2. Firmly pull the panel away from the vehicle body in order to disengage the retainers. 3. Remove the panel from the vehicle. Installation Procedure 1. Install the panel to the vehicle. Ensure that the retainers are locked into position. 2. Install the upper quarter trim fastener. Trim Panel Replacement - Rear Window Shelf Page 1147 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 1007 For vehicles repaired under warranty, use the table. Disclaimer Diagrams Page 8003 Air Bag(s) Arming and Disarming: Service and Repair Enabling 1. Connect the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 2. Install the Connector Position Assurance (CPA) (2) to the IP module connector (3). 3. Install the RH I/P wiring harness junction block access panel. 4. Connect the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 5. Install the CPA (2) to the steering wheel module coil connector (1). 6. Install the AIR BAG Fuse to the LH I/P wiring harness junction block. 7. Install the LH I/P wiring harness junction block access panel. 8. Staying well away from both air bags, turn ON the ignition. 8.1. The AIR BAG indicator will flash seven times. 8.2. The AIR BAG indicator will then turn OFF. 9. Perform Diagnostic System Check - SIR if the AIR BAG indicator does not operate as described. Page 7736 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 6180 Transmission Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the electrical connector at the vehicle speed sensor. 3. Remove the retaining stud and the sensor. Pull straight out in order to avoid damage to the case. Installation Procedure 1. Clean and dry the vehicle speed sensor. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the vehicle speed sensor and the retaining bolt. - Tighten the stud to 12 Nm (97 inch lbs.). 3. Install the electrical connector at the sensor. 4. Remove the safety stands. 5. Lower the vehicle. Page 3291 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 3604 Body Control Module: Removal and Replacement REMOVAL PROCEDURE 1. Make sure the ignition switch is in the off position. 2. Remove the right sound insulator. 3. Remove the Body Control Module (BCM) (2). 4. Disconnect the BCM connectors from the BCM. INSTALLATION PROCEDURE 1. Connect the BCM connectors to the BCM. 2. Install the BCM module (2). 3. Install the right sound insulator. 4. Program the BCM. Refer to Body Control Module (BCM) Programming/RPO Configuration. See: Testing and Inspection/Programming and Relearning Page 1045 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 3600 Body Control Module: Scan Tool Testing and Procedures Scan Tool Data Definitions Scan Tool Data Definitions Use the Scan Tool Data Display Vetues end Definitions Information in order to assist in diagnosing vehicle malfunctions. Compare the vehicles actust scan tool dale with the typical data display value table information. Use the data information in order to aid in undarstanding the nature of the problem when the vehicle does not match with the typical data display values. The scan tool data values were taken from a known good vehicle under the following conditions: ^ The ignition switch is in the ON position. ^ The engine is not running. ^ The vehicle is in PARK. A/C Clutch Mode: The BCM acquires the mode that the A/C clutch is in and sends the mode data over the Class 2 serial data circuit. A/C Request: The BCM uses this input to determine the position of the air conditioning switch. YES is displayed when A/C is requested. BCM Option config. No.: This data is the BCM option configuration data, Calibration ID: This information refers to how the BCM is calibrated. This information is for assembly plant use only. Ignition 0: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run or ACCY position. Ignition 1: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run or CRANK position. Ignition 3: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run position. Key In Ignition: This information refers to whether or not the ignition key is inserted into the ignition switch. The BCM uses this data to perform chime functions. Yes is displayed when the key is inserted into the ignition switch. Last 4 Dig. of GM Part #: This information refers to the last 4 digits of the GM BCM part number that is currently in the vehicle. Last 4 Digits of SDM Part Number:This is the last four digits of the vehicles onboard SDM part number. Model Year: This informafion refers to the model year of the vehicle. Seatbelt: This Data indicates the status of the Seatbelt. Turn Signal Switch: The BCM monitors the Turn signal Indicator Switch and transmits the appropriate message for the position. Panic Horn Relay: This output displays whether or not the BCM is providing ground or the horn relay. ON is displayed when the BCM is providing ground for the relay. Park Brake Switch: The BCM uses this input to determine the position of the rear park brake awuch. ON is displayed when the park brake is applied. Washer Fluid Level: The BCM has a discreet input for monitoring the Windshield Washer Fluid level, and transmits the data over the Class 2 serial data circuit. Year Module Built: This information refers to the year that the BCM was built. Page 643 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 10268 Headlamp Switch: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 8983 4. For the CHEVY BOW TIE emblem/nameplate install to the following dimensions: * The emblem/nameplate is centered from left to right on the rear compartment lid. * Dimension (A) is 192 mm (7.560 in) from the bottom of the rear compartment lid (1) to the emblem/nameplate. 5. For the V6 emblem/nameplate install to the following dimensions: * Dimension (a) is 20 mm (0.780 in) from the left edge of the rear compartment lid to the emblem/nameplate. * Dimension (b) is 27 mm (1.062 in) from the tail lamp (1) to the bottom of the emblem/nameplate. 6. For the MALIBU LS emblem/nameplate install to the following dimensions: * Dimension (a) is 38 mm (1.500 in) from the left edge of the rear compartment lid to the emblem/nameplate. * Dimension (b) is 17 mm (0.670 in) between the MALIBU emblem/nameplate and the LS emblem/nameplate. * Dimension (c) is 29 mm (1.141 in) from the tail lamp (1) to the bottom of the emblem/nameplate. 7. Heat the mounting surface to approximately 27-41°C (80-105°F) using the J 25070, if necessary. 8. Ensure that the temperature of the emblem/nameplate is approximately 29-32°C (85-90°F). Important: Do not touch the adhesive backing on the emblem/nameplate. 9. Remove the protective liner from the back of the emblem/nameplate. 10. Position the emblem/nameplate to the location marks and press the emblem/nameplate to the mounting surface. 11. Apply equal pressure along the emblem/nameplate to uniformly bond the item to the mounting surface. 12. Remove the protective tape from the mounting surface. Engine - Oil Leaks from Crankshaft Rear Main Seal Crankshaft Main Bearing Seal: Customer Interest Engine - Oil Leaks from Crankshaft Rear Main Seal Bulletin No.: 05-06-01-019F Date: October 02, 2007 TECHNICAL Subject: Engine Oil Leak at Crankshaft Rear Main Oil Seal (Install Revised Crankshaft Rear Main Oil Seal Using Revised Rear Main Seal Installer and Remover Tools) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L, 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) Supercede: This bulletin is being revised to add an Important statement on proper seal installation. Please discard Corporate Bulletin Number 05-06-01-019E (Section 06 - Engine/Propulsion System). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the following information is correct before using this bulletin: Year of vehicle (e.g. N = 1992) V6 Engine Liter size (e.g. 3.4L) VIN CODE (e.g. X) RPO (e.g. LQ1) If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). Condition Some customers may comment on external oil leakage. Correction Before replacement of the new design crankshaft rear main oil seal, be sure the PCV system is operating correctly. The new seal described below comes with a protective nylon sleeve already installed in the seal. This sleeve assures that the seal is installed in the correct direction and also protects the seal from getting damaged during installation. Do not remove the protective sleeve from the seal; if removed, the installation tool (EN48108) will not work. A new design crankshaft rear main oil seal and installation tool (EN-48108) has been released. This seal incorporates features that improve high mileage durability. Replace the crankshaft rear main oil seal with the new design rear main oil seal, P/N 12592195, using the following service procedures. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 9255 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 3778 Information Bus: Description and Operation Serial Peripheral Interface The serial peripheral interface, SPI bus is an exclusive 3 wire data bus between the BCM and the IPC. The BCM and IPC are the only two modules that communicate over the SPI bus. SPI circuit "A" is used to transmit data from the BCM to the IPC, such as gage, speedometer and MIL control. SPI circuit "B" functions as a communication link back to the BCM from the IPC. The IPC sends information over SPI circuit "B" to the BCM relative to tachometer and speedometer active status as well as messages indicating that the BCM has sent corrupt or invalid data over the SPI to the IPC. The third part of the SPI serial data link is the Clock circuit, the SPI serial data clock circuit is generated in the BCM and transmitted to the IPC so that both modules communications processes are synchronized. All DTC's related to the SPI serial data circuit are handled by the BCM and accessed through the Class 2 serial data bus. Refer to DTC U2000 - U2007 in Body Control System for the diagnostic repair procedures for the SPI serial data circuit. Specifications Valve Clearance: Specifications The manufacturer indicates that this vehicle has hydraulic lifters or adjusters and therefore does not require adjustment. Page 5178 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 4055 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 3368 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 7538 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Page 1638 Brake Bleeding: Service and Repair Hydraulic Brake System Bleeding (Pressure) Hydraulic Brake System Bleeding (Pressure) ^ Tools Required ^ J 29532 Diaphragm Type Brake Pressure Bleeder, or equivalent ^ J 35589-A Master Cylinder Bleeder Adapter Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to prevent brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, you must perform the following steps: 3.1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 3.2. With the rear brake pipe installed securely to the master cylinder, loosen and separate the front brake pipe from the front port of the brake master cylinder. 3.3. Allow a small amount of brake fluid to gravity bleed from the open port of the master cylinder. 3.4. Reconnect the brake pipe to the master cylinder port and tighten securely. 3.5. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 3.6. Loosen the same brake pipe to purge air from the open port of the master cylinder. 3.7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 3.8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the master cylinder. 3.9. With the front brake pipe installed securely to the master cylinder - after all air has been purged from the front port of the master cylinder loosen and separate the rear brake pipe from the master cylinder, then repeat steps 3.3-3.8. 3.10. After completing the final master cylinder port bleeding procedure, ensure that both of the brake pipe-to-master cylinder fittings are properly tightened. 4. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install the J 35589-A to the brake master cylinder reservoir. 6. Check the brake fluid level in the J 29532, or equivalent. Add Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container as necessary to bring the level to approximately the half-full point. 7. Connect the J29532, or equivalent, to the J 35589-A. 8. Charge the J29532, or equivalent, air tank to 17 - 205 kPa (25 - 30 psi). 9. Open the J29532, or equivalent, fluid tank valve to allow pressurized brake fluid to enter the brake system. 10. Wait approximately 30 seconds, then inspect the entire hydraulic brake system in order to ensure that there are no existing external brake fluid leaks. Any brake fluid leaks identified require repair prior to completing this procedure. 11. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 12. Install a transparent hose over the end of the bleeder valve. 13. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 14. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. Allow fluid to flow until air bubbles stop flowing from the bleeder, then tighten the bleeder valve. 15. With the right rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the right rear hydraulic circuit install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 16. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 17. With the left front wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left front hydraulic circuit install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 18. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 19. With the left rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left rear hydraulic circuit- install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve 20. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 21. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 22. Close the J 29532, or equivalent, fluid tank valve, then disconnect the J 29532, or equivalent, from the J 35589-A. 23. Remove the J 35589-A from the brake master cylinder reservoir. Page 6769 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks Seals and Gaskets: Customer Interest A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Instrument Panel - Rattle/Itching Noise Body Control Module: Customer Interest Instrument Panel - Rattle/Itching Noise File In Section: 08 - Body and Accessories Bulletin No.: 02-08-49-002 Date: May, 2002 TECHNICAL Subject: Dash Rattle/Itching Noise From Instrument Panel/Glove Box Area While Driving (Reposition Body Control Module (BCM) Bracket and Insulate Blower Motor Bolt Washer) Models: 2002 Chevrolet Malibu 2002 Oldsmobile Alero 2002 Pontiac Grand Am Built Prior to VIN Breakpoints 2C535843 or 2M137264 Condition Some customers may comment on a dash rattle/itching type noise from the instrument panel/glove box area while driving. Cause This condition may be caused by the BCM mounting bracket contacting the bolt head washer of the blower motor mounting bolts. Correction To correct this condition, follow the service procedure below: 1. Remove the screws retaining the instrument panel right side closeout/insulator panel. 2. Remove the instrument panel closeout/insulator panel. 3. Slide the BCM out of the BCM bracket. 4. Inspect for a contact point between the BCM bracket (2) and the blower motor screw head washer (1). 5. Reposition the BCM bracket (2) approximately 5 mm (0.2 in) down by pulling down on the BCM bracket (2) near the contact point. 6. Install one Electrical Moisture Sealant Patch, 3M(R) P/N 054007-06149 or equivalent, on the blower motor between the BCM bracket (2) and the blower motor screw head washer (1). 7. Reinstall the BCM into the BCM bracket (2). 8. Install the instrument panel right side closeout/insulator panel. Page 6122 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 3881 Equivalents - Decimal And Metric Part 1 Page 3397 Steps 20-25 The numbers below refer to the step numbers on the diagnostic table. 2. This step verifies that the fuel pump is operating. 4. This step tests for an internal fuel leak. If the fuel pressure drops during this test, then an internal loss of pressure is indicated. 6. This step tests the fuel pressure regulator. The fuel pressure regulator is controlled by engine vacuum. With engine vacuum applied, the pressure should drop the specified value. 9. This step inspects the fuel pressure regulator for a fuel leak from the vacuum port. If fuel leaks from the fuel pressure regulator while the fuel pump is commanded ON, replace the fuel pressure regulator. 10. This step tests for a loss of fuel pressure between the fuel feed pipe shut off adapter and the fuel pump. 11. This step tests for a leaking fuel injector, or fuel pressure regulator. If the fuel pressure remains constant during this test, the fuel injectors are not leaking fuel. 14. This step tests for a restricted fuel return pipe. If the fuel pressure is within the specified values, a restriction in the fuel return pipe is indicated. 16. This step determines if the fuel pressure regulator, or the fuel pump, is the cause of the low fuel pressure. If the pressure rises above the specified value, the fuel pump is OK. 18. This step verifies that a circuit condition is not the cause of a fuel pressure concern. Inspect all fuel pump electrical circuits thoroughly. Page 4508 3. Connect the brake pedal pushrod (1) to the brake pedal (2). 4. Connect the electrical harness to the pedal assembly. 5. Install the brake switch (1) to the brake pedal. 6. Connect the accelerator cable to the accelerator pedal. 7. Install the left instrument panel insulator. Page 6794 What if I input the VIN incorrectly? If an incorrect VIN is entered into the system (meaning that the system does not recognize the VIN or that the VIN has been entered incorrectly) the system will return an error message. If I am an authorized user for the KeyCode application, can I access the application from home? Yes. What if I suspect key code misuse? Your dealership should communicate the proper procedures for requesting key codes. Any suspicious activity either within the dealership or externally should be reported to Dealer Systems Support at 1-800-265-0573 or GM of Canada Key Code Inquiry Desk at 1-905-644-4892. Whose key codes can I access through the system? At this time the following Canadian vehicle codes are available through the system: Chevrolet, Cadillac, Buick, Pontiac, GMC, HUMMER (H2 and H3 only), Oldsmobile, Saturn, Saab and Isuzu (up to 2002 model year) for a maximum of 17 model years. What should I do if I enter a valid VIN and the system does not produce any key code information? Occasionally, the KeyCode Look Up application may not produce a key code for a valid VIN. This may be the result of new vehicle information not yet available. In addition, older vehicle information may have been sent to an archive status. If you do not receive a key code returned for valid VIN, you should contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. How do I access KeyCodes if the KeyCode Look-up system is down? If the KeyCode Look-up system is temporarily unavailable, you can contact the original selling dealer who may have it on file or contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the customer is dealing with an emergency lock-out situation, you need to have the customer contact Roadside assistance, OnStar if subscribed, or 911. What should I do if the KeyCode from the look-up system does not work on the vehicle? On occasion a dealer may encounter a KeyCode that will not work on the vehicle in question. In cases where the KeyCode won't work you will need to verify with the manufacturer of the cutting equipment that the key has been cut correctly. If the key has been cut correctly you may be able to verify the proper KeyCode was given through the original selling dealer. When unable to verify the KeyCode through the original selling dealer contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the key has been cut correctly and the code given does not work, the lock cylinder may have been changed. In these situations following the proper SI document for recoding a key or replacing the lock cylinder may be necessary. How long do I have to keep KeyCode Records? Dealership KeyCode documentation must be retained for two years. Can I get a KeyCode changed in the Look-Up system? Yes, KeyCodes can be changed in the Look-Up system if a lock cylinder has been changed. Contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. What information do I need before I can provide a driver of a company fleet vehicle Keys or KeyCode information? The dealership should have a copy of the individual's driver's license, proof of employment and registration. If there is any question as to the customer's employment by the fleet company, the dealer should attempt to contact the fleet company for verification. If there is not enough information to determine ownership and employment, this information should not be provided. How do I document a request from an Independent Repair facility for a KeyCode or Key? The independent must provide a copy of their driver's license, proof of employment and signed copy of the repair order for that repair facility. The repair order must include customer's name, address, VIN, city, province and license plate number. Copies of this information must be included in your dealer KeyCode file. Page 5152 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 3824 Knock Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Disconnect the wiring harness connector from the knock sensor. 4. Remove the knock sensor from the engine block. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory and applying additional sealant affects the sensor's ability to detect detonation. 1. Install the knock sensor into engine block. Tighten Tighten the knock sensor to 19 N.m (14 lb ft). 2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. Page 1631 Refrigerant Oil: Service and Repair A/C REFRIGERANT SYSTEM OIL CHARGE REPLENISHING If oil was removed from the A/C system during the recovery process or due to component replacement, the oil must be replenished. Oil can be injected into a charged system using J 45037. For the proper quantities of oil to add to the A/C refrigerant system, refer to Refrigerant System Capacities. Page 10112 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 2953 Equivalents - Decimal And Metric Part 2 Arrows and Symbols C200 C200 Specifications Fluid Pressure Sensor/Switch: Specifications TFP Switch, Valve Body, Channel Plate-M6 x 1.0 x 51.0 (Qty 3) ........................................................ ......................................................................................................................................... 12 Nm (106 inch lbs.) TFP Switch, Valve Body, Channel Plate-M6 x 1.0 x 63.0 (Qty 1) ........................................ ......................................................................................................................................................... 12 Nm (106 inch lbs.) TFP Switch, Valve Body, Channel Plate to Case-M6 x 1.0 x 90.0 (Qty 2) ............ .............................................................................................................................................................. ....................... 12 Nm (106 inch lbs.) Pressure Switch Assembly Bolts ......................................................................................................................................................... 12 Nm (106 inch lbs.) Page 7284 3. Loosen the jam nut (2) on the inner tie rod assembly (1). 4. Remove and discard the prevailing torque nut from the outer tie rod assembly. 5. Using the J 24319-B, remove the outer tie rod assembly (2) from the steering knuckle (1). 6. While removing the outer tie rod end from the inner tie rod assembly, count the number of revolutions it takes to remove the outer tie rod from the inner tie rod and record it. Discard the outer tie rod end. Important: When sanding the knuckle, DO NOT REMOVE excessive material from the knuckle. ONLY USE the emery cloth supplied in the service kit. Page 1032 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 2507 4. Refill the cooling system. Refer to Draining and Filling Cooling System in Cooling System. Page 8579 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Locations Rear Impact Bar Service and Repair Cornering Lamp: Service and Repair HEADLAMP ASSEMBLY OR HEADLAMP BULB AND/OR CORNERING, SIDEMARKER, PARK, TURN SIGNAL BULB REPLACEMENT REMOVAL PROCEDURE 1. Open the hood. 2. Hold the headlamp in place while pulling upward on the release tabs (1). 3. Remove the headlamp (2) by pulling straight forward from the headlamp mounting panel. CAUTION: Refer to Halogen Bulb Caution in Service Precautions. 4. Disconnect the electrical connectors from the lamp sockets. 5. Remove the headlamp, and or park lamp sockets by rotating counterclockwise. 6. Pull the headlamp, and or park bulb from the socket. INSTALLATION PROCEDURE 1. Push the headlamp, and or park bulb into the socket. 2. Install the headlamp, and or park lamp by rotating the socket clockwise. 3. Connect the electrical connectors to the lamp sockets. Page 1790 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Page 10311 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 3301 Camshaft Position Sensor: Service and Repair REMOVAL PROCEDURE Locations View 1. Turn OFF the ignition. 2. Remove the power steering pump. 3. Disconnect the sensor electrical connector. 4. Remove the attaching bolt. 5. Remove the sensor. 6. Inspect the sensor O-ring for wear, cracks or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: All Technical Service Bulletins Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Page 6756 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 1680 Fuse Block: Service and Repair Instrument Panel Electrical Center or Junction Block Replacement REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the outer trim covers (1, 3) from the Instrument Panel (IP) carrier (2). 3. Loosen the outboard junction block electrical connector bolt. Disengage the outboard junction block electrical connector tabs from IP fuse block. Left side shown, right side similar. Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 10820 Heated Glass Element: Connector Views Rear Window Defogger Grid C1 Rear Window Defogger Grid C2 Page 6961 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 2201 EN-48108 Rear Main Oil Seal Installation Tool This tool has a unique design to allow the technician to easily install the rear main seal squarely to the correct depth and direction. Before proceeding with installation, review the above illustration to become familiar with the components shown in the illustration. Specifications Valve Clearance: Specifications The manufacturer indicates that this vehicle has hydraulic lifters or adjusters and therefore does not require adjustment. Page 1033 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Brakes- Disc Brake Warranty Service And Procedures Technical Service Bulletin # 00-05-22-002L Date: 090326 Brakes- Disc Brake Warranty Service And Procedures INFORMATION Bulletin No.: 00-05-22-002L Date: March 26, 2009 Subject: Disc Brake Warranty Service and Procedures Models: 1999-2010 GM Passenger Cars and Light Duty Trucks 2003-2010 HUMMER H2 2006-2010 HUMMER H3 1999-2004 Isuzu Light Duty Trucks (Canada Only) 2005-2009 Saab 9-7X (Canada Only) 1999-2010 Saturn Vehicles (Canada Only) EXCLUDING 2009-2010 Chevrolet Corvette ZR1 Supercede: This bulletin is being revised to inform you that due to improvements in vehicle brake corner and wheel design, assembly plant build processes and dealership required tools like the On-Car Lathe, measuring for Lateral Run Out (LRO) is no longer a required step when performing base brake service. Due to this change, you are no longer required to enter the LRO measurement on the repair order or in the warranty system failure code section. The bulletin information below and the base brake labor operations have been updated accordingly. Due to this change it is more important than ever to properly maintain your brake lathe (per the Brake Lathe Calibration Procedure in this bulletin). Please discard Corporate Bulletin Number 00-05-22-002K (Section 05 Brakes). For your convenience, this bulletin updates and centralizes all GM's Standard Brake Service Procedures and Policy Guidelines for brake rotor and brake pad service and wear. For additional information, the Service Technical College lists a complete index of available Brake courses. This information can be accessed at www.gmtraining.com > resources > training materials > brakes courseware index. In Canada, refer to Service Know How course 55040.00V and Hydraulic Brake Certification program 15003.16H. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM BRAKE SERVICE. The following four (4) key steps are a summary of this bulletin and are REQUIRED in completing a successful brake service. 1. Measure and Document Pre-Service Rotor Thickness* (REQUIRED on Repair Order) determine rotor clean-up/refinish/replace 2. Properly clean ALL brake corner mating surfaces - hub, rotor and wheel 3. Properly clean-up/refinish rotor, measure and document post-service rotor thickness (REQUIRED on Repair Order) Important If it is determined the rotor needs to be refinished, verify lathe equipment is properly calibrated. 4. Properly reassemble the brake corner using proper torque tools, torque specification and torque sequence - wheel lug nuts. * The bulletin refers to Minimum Thickness specification as the minimum allowable thickness after refinish. Always refer to SI to verify the spec stamped on the rotor is the minimum thickness spec after refinish and not the discard spec. Page 6984 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Page 1517 Tighten Tighten the bolt to 25 N.m (18 lb ft). 4. Ensure that the liquid line is bottomed out into the A/C refrigerant filter. Tighten Tighten the A/C refrigerant filter nuts to 15 N.m (11 lb ft). 5. Evacuate charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 6. Leak test the A/C refrigerant filter. 7. Install the right front fender liner. 8. Lower the vehicle. Page 4627 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 8992 7. Reinstall the window reveal molding. 1. Start from the loose area and hand-press the reveal molding into place over the edge of the window. 2. Run warm water over the reveal molding in order to speed the setup time of the urethane adhesive. 3. Tape should be applied in order to retain the reveal molding to the window. This will maintain a flush fit with the body. 4. The tape is to be removed after 6 hours. Page 7623 Wheel Fastener: Service and Repair Rear Wheel Stud Replacement ^ Tools Required J 43631 Ball Joint Separator Removal Procedure 1. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 2. Remove the wheel and tire assembly. Notice: Do not hammer on brake drum as damage to the bearing or deformation of the drum could result. 3. Remove the brake drum. 4. Remove the wheel stud (2) using the J 43631. 5. Dispose of the stud (2). Installation Procedure 1. Install a new stud. Insert the stud from the back side of the hub. 2. Install 4 flat washers (1) on the stud. 3. Install the wheel nut (2) with the flat side toward the washers (1). 4. Tighten the nut (2) until the stud head is properly seated in the hub flange. 5. Remove the nut (2) and washers (1). 6. Install the brake drum. 7. Install the wheel and tire assembly. Locations Throttle Position Sensor: Locations Locations View Page 3734 PCM Connector C1 Part 2 Page 3068 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 2232 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 10657 Electrical Symbols Part 2 Page 3938 Conversion - English/Metric Page 6451 Brake Align Order Form Disclaimer Page 6167 Transmission Position Switch/Sensor: Specifications Park/Neutral Position Switch to Case ....................................................................................................................................................... 24 Nm (18 ft. lbs.) Page 5377 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 5466 For vehicles repaired under warranty, use the table. Disclaimer Page 4098 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3247 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 7586 Wheels: Testing and Inspection Wheel Mounting Surface Check Replace any wheels that are bent or dented, or have excessive lateral or radial runout. Wheels with runout greater than specified may cause objectionable vibrations. 1. Use a straight edge 203 - 229 mm (8 - 9 inch) long. Place the straight edge on the wheel inboard mounting surface. Try to rock the straightedge up and down within the mounting surface. 2. Repeat this procedure on at least 3-4 different positions on the inboard mounting surface. ^ The outer ring of the mounting surface normally is raised above everything inside the mounting surface. ^ The mounting surface will be raised above the outer ring if the wheel mounting surface has been bent on a tire changer. ^ If you can rock the straight edge, the mounting surface is bent and you must replace the wheel. 3. Inspect the mounting wheel/nut holes for damage caused from over-torquing the wheel/nuts. Inspect for collapsed wheel/nut bosses. Inspect for cracked wheel bosses. Notice: The use of non-GM original equipment wheels may cause: ^ Damage to the wheel bearing, the wheel fasteners and the wheel ^ Tire damage caused by the modified clearance to the adjacent vehicle components ^ Adverse vehicle steering stability caused by the modified scrub radius ^ Damage to the vehicle caused by the modified ground clearance ^ Speedometer and odometer inaccuracy Important: ^ Replacement wheels must be equivalent to the original equipment wheels in the following ways: The load capacity - The wheel diameter - The rim width - The wheel offset - The mounting configuration ^ A wheel of the incorrect size or type may affect the following conditions: Wheel and hub-bearing life - Brake cooling - Speedometer/odometer calibration - Vehicle ground clearance Page 7028 7. Connect the retainers for the electrical cable at the rear of the electrical center. 8. Install the box retainers by the electrical cables. 9. Close the lower cover of the electrical center. 10. Turn the electrical center right side up. 11. Attach the box retainer next to the electrical cables. 12. Connect the electrical cable retainers at the rear of the electrical center. Page 9865 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 7537 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Page 4848 Electrical Symbols Part 2 Page 3805 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 8068 Impact Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Air Bag Systems / Testing and Inspection. Page 3081 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Diagrams Page 3532 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 6599 Hydraulic Control Assembly - Antilock Brakes: Service and Repair Brake Pressure Modulator Valve (BPMV) Replacement Brake Pressure Modulator Valve (BPMV) Replacement Removal Procedure Caution: For safety reasons, the brake pressure modulator valve assembly must not be repaired, the complete unit must be replaced. With the exception of the EBCM, no screws on the brake pressure modulator valve assembly, may be loosened. If screws are loosened, it will not be possible to get the brake circuits leak-tight and personal injury may result. 1. Remove the battery. 2. Remove the battery tray. Important: Note the locations of the brake pipes in order to aid in installation. 3. Disconnect the caliper and wheel cylinder brake pipes (2) from the BPMV (3). Cover the ends of the brake pipes to avoid dripping or contamination. 4. Disconnect the master cylinder brake pipes (1) from the BPMV (3). Cover the ends of the brake pipes to avoid dripping or contamination. 5. Raise and support the vehicle on a suitable hoist. Refer to Vehicle Lifting. 6. Remove the front engine splash shield. 7. Remove the left engine splash shield. 8. Disconnect the Connector Position Assurance (CPA) (2) from the EBCM connector. 9. Push the lock tab (1) down and then move the sliding connector cover to the open position. Page 9969 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Heater Hose Replacement - Inlet Heater Hose: Service and Repair Heater Hose Replacement - Inlet TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the engine coolant. Refer to Draining and Filling Cooling System Cooling System. 2. Use J 38185 to reposition the inlet heater hose clamp from the quick-connect fitting. 3. Disconnect the inlet heater hose (1) from the quick-connect fitting. 4. Use J 38185 to reposition the inlet heater hose clamp from the heater core. 5. Disconnect the inlet heater hose from the heater core. 6. Remove the inlet heater hose. INSTALLATION PROCEDURE Page 4004 20. With the Tech 2(R), select Program. 21. After the download is complete, exit Service Programming. 22. Turn OFF the Off-Board Programming Adapter. Page 4278 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) 2 Replacement TOOLS REQUIRED J 39194-B Oxygen Sensor Socket REMOVAL PROCEDURE (HO2S2) The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Disconnect the sensor electrical connector. IMPORTANT: A special anti-seize compound is used on the heated oxygen sensor threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and if for any reason is to be reinstalled, the threads must have anti seize compound applied before reinstallation. 4. Carefully back out the heated oxygen sensor, using a J 39194-B. INSTALLATION PROCEDURE (HO2S2) 1. Coat the threads of heated oxygen sensor/catalyst monitor with anti-seize compound P/N 5613695, or equivalent if necessary. NOTE: Refer to Fastener Notice in Service Precautions. Page 5430 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the Pressure Control Solenoid (PCS) retainer clip (304), the PCS with two O-rings and screen (312, 309, 310), the torque signal regulator valve (309), and the torque signal regulator spring (308). Installation Procedure 1. Install the torque signal regulator spring (308), the torque signal regulator valve (309), the Pressure Control Solenoid (PCS) with two O-rings and screen (312, 309, 310) and the PCS retainer clip (304) 2. Install the transmission side cover. Page 7786 Compressor Clutch Relay: Service and Repair COMPRESSOR RELAY REPLACEMENT REPAIR PROCEDURE 1. Remove the electrical center cover. 2. Remove the A/C compressor control relay from the electrical center. INSTALLATION PROCEDURE 1. Install the A/C compressor control relay to the electrical center. 2. Install the electrical center cover. Page 7042 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 Valve Body: Customer Interest A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 Bulletin No.: 07-07-30-025 Date: October 01, 2007 INFORMATION Subject: Information On 4T40-E (MN4) and 4T45-E (MN5) Front Wheel Drive Automatic Transmission Valve Body Reconditioning, DTC P0741, P0742, P0751, P0752, P0756, P0757, P1811, Harsh Shifts, Slips, No Drive, No Reverse Models: 1997-2005 Chevrolet Cavalier 1997-2007 Chevrolet Malibu 2005-2007 Chevrolet Cobalt 2006-2007 Chevrolet Malibu Maxx, HHR 1997-1998 Oldsmobile Cutlass 1999-2004 Oldsmobile Alero 1997-2005 Pontiac Sunfire 1999-2005 Pontiac Grand Am 2005-2006 Pontiac Pursuit (Canada Only) 2005-2007 Pontiac G6 2007 Pontiac GS 2000-2005 Saturn L-Series 2005-2007 Saturn ION, VUE 2007 Saturn Aura with Hydra-Matic(R) 4T40-E (RPO MN4) and 4T45-E (RPO MN5) Automatic Transmission The following new service information outlined in this bulletin will aid technicians in providing easy to follow valve body reconditioning instructions and new illustrations to simplify reassembly of the valve body. The service bulletin will also provide additional service information documents that are related to the 4L6x transmission family. Related Service Documents PIP 3253B - No Move Drive or Reverse 02-07-30-039F - Firm Transmission Shifts 02-07-30-050 - Engineering Change Valve Body If valve body cleaning is not required, Do Not disassembly bores unless it is necessary to verify movement of valves. Inspection Procedure Using the exploded views in this bulletin, inspect each bore for freedom of valve(s) movement and evidence of debris. Pay particular attention to those valves related to the customer's concern. Verify movement of the valves in their normal installed position. Valves may become restricted during removal or installation. This is normal due to small tolerances between the valves and bores. If a valve is restricted and cannot be corrected by cleaning valve and bore, then replace valve body. Describe restricted valve on repair order. Be sure all solenoids are installed with the electrical connectors facing the non-machined (cast) side of the valve body; otherwise, the solenoids will bind against the transmission case as the valve body bolts are tightened and damage may occur. Disassembly/Reassembly If a valve is restricted by a metal burr from machining that bore, remove valve and burr, then inspect movement in the valve's normal position. If no other debris or restrictions are found, then reassemble valve body and install in the transmission. If the valve body has been contaminated with debris from another transmission component failure, then disassemble all bores for complete cleaning of all valve body components. If possible keep individual bore parts separated for ease of reassembly. Use the following illustrations in this bulletin for a Rear Seat Belt Buckle: Service and Repair Rear REMOVAL PROCEDURE 1. Remove the rear seat cushion. 2. Remove the rear seat belt buckle anchor nut. 3. Remove the rear seat belt buckle assembly from the vehicle. INSTALLATION PROCEDURE 1. Install the rear seat belt buckle assembly to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the rear seat belt buckle anchor nut. Tighten Tighten the rear seat belt buckle anchor nut to 42 N.m (31 lb ft). 3. Install the rear seat cushion. Page 7495 Tires: Service and Repair Tire Repair Tire Repair Many different materials and techniques are available on the market in order to repair tires. Not all of the materials and techniques work on some types of tires. Tire manufacturers have published detailed instructions on how and when to repair tires. Obtain the instructions from the manufacturer. Do NOT repair the compact spare tire. Description and Operation Impact Sensor: Description and Operation INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE (SDM) The SDM is a microprocessor and the control center for the SIR system. In the event of a collision, the SDM performs calculations using the signals received from the internal sensors and compares the results of the calculations to values stored in memory. When these calculations exceed the stored value, the SDM will cause current to flow through the appropriate deployment loops to deploy the air bags. The SDM records the SIR system status when a deployment occurs and turns the AIR BAG indicator ON. The SDM performs continuous diagnostic monitoring of the SIR system electrical components and circuitry when the ignition is turned ON. If the SDM detects a malfunction, a DTC will be stored and the SDM will command the AIR BAG indicator ON. In the event that Ignition 1 voltage is lost during a collision, the SDM maintains a 23-Volt Loop Reserve (23 VLR) for deployment of the air bags. It is important to note, when disabling the SIR system for servicing or rescue operations to allow the 23 VLR to dissipate, which could take up to one minute. Page 5081 Electrical Symbols Part 2 Page 7108 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 6607 Brake Master Cylinder: Specifications Component Specifications Master Cylinder Bore Diameter .............................................................................................................................................................. 25.40 mm (1.00 in) Page 10538 12. Connect the electrical connector to the hazard warning switch. 13. Connect the electrical connectors to the other switches in the trim plate. 14. Position and align the IP cluster trim plate to the IP and carefully press into place. 15. Install the two screws that attach the IP cluster bezel to the IP. Tighten Tighten to 2 N.m (18 lb in). 16. Install the upper steering column cover to the steering column. 17. Position the lower steering column cover to the upper cover and install the three attaching screws. Tighten Tighten to 2 N.m (18 lb in). 18. Install the AIR BAG fuse in the panel and install the cover. 19. Turn the ignition switch to the ON position and verify that the AIR BAG light flashes seven times and goes out. Verify hazard warning switch operation. Alero, Cutlass 1. Remove the hazard warning switch bezel from the IP using a small flat-bladed tool to release the retainers. Important: Both retainers must be released at the same time in order to remove the air outlet in the next step. 2. Using two flat-blade screwdrivers (2), carefully release the two retainers that attach the IP center air outlet (1). With both retainers released, pull Coolant Heater Cord Replacement Engine Block Heater: Service and Repair Coolant Heater Cord Replacement Coolant Heater Cord Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the engine coolant heater cord from the engine coolant heater. 3. Remove the engine coolant heater cord straps. 4. Disconnect the upper engine coolant heater cord from the diagonal brace strap. 5. Remove the engine coolant heater cord. Installation Procedure 1. Install the engine coolant heater cord. 2. Connect the engine coolant heater cord to the engine coolant heater. 3. Lower the vehicle. Page 10109 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Diagrams Outside Rearview Mirror Switch Page 11083 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 6288 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 10866 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 6561 Disclaimer Page 2148 Various symbols are used in order to describe different service operations. Page 6293 Transmission Position Switch/Sensor: Specifications Park/Neutral Position Switch to Case ....................................................................................................................................................... 24 Nm (18 ft. lbs.) Diagrams Page 697 Electrical Symbols Part 2 Page 7402 For vehicles repaired under warranty, use the table. Disclaimer Page 4021 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 1071 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 9483 8. Install the carpet retainer. Page 5870 2. Remove the transmission from the vehicle. Refer to the appropriate SI document. Important: ^ Inspect all the transmission components for damage or wear. Replace all damaged or worn components. The parts shown above should be sufficient to correct this concern. ^ This condition does not normally require replacement of the transmission completely. Components such as clutches, valve body, pump and torque converters will NOT require replacement to correct this condition. Disassemble the transmission and replace the appropriate parts listed below. Refer to the Unit Repair Manual - Repair Instructions. 3. Reinstall the transmission in the vehicle. Refer to appropriate service information. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Page 8631 The identification tag on the rear half of the transfer case provides the information shown. Disclaimer Page 1144 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 5014 Camshaft Position Sensor: Service and Repair REMOVAL PROCEDURE Locations View 1. Turn OFF the ignition. 2. Remove the power steering pump. 3. Disconnect the sensor electrical connector. 4. Remove the attaching bolt. 5. Remove the sensor. 6. Inspect the sensor O-ring for wear, cracks or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE Page 3120 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 4052 Electrical Symbols Part 4 Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 9781 Fuel Pump And Sender Assembly Page 1309 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 1747 Tires: Technical Service Bulletins Tires - Correct Inflation Pressure Information INFORMATION Bulletin No.: 00-00-90-002J Date: January 28, 2009 Subject: Information on Proper Tire Pressure Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2009 and Prior HUMMER H2, H3, H3T 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years and clarify additional information. Please discard Corporate Bulletin Number 00-00-90-002I (Section 00 - General Information). Important: ^ Adjustment of tire pressure for a customer with a Low Tire Pressure Monitor (TPM) light on and no codes in the TPM system is NOT a warrantable repair. Claims to simply adjust the tire pressure will be rejected. ^ ALL tires (including the spare tire) MUST be set to the recommended inflation pressure stated on the vehicle's tire placard (on driver's door) during the PRE-DELIVERY INSPECTION (PDI). Recommended inflation pressure is not the pressure printed on tire sidewall. ^ Tires may be over-inflated from the assembly plant due to the mounting process. ^ Generally a 5.6°C (10°F) temperature change will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure change. ^ 2008-2009 HUMMER H2 Only - The H2 comes standard with Light Truck "D" Load Range tires with a recommended cold inflation pressure of 289 kPa (42 psi). These tires will alert the driver to a low pressure situation at roughly 262 kPa (38 psi) due to a requirement in FMVSS 138 which specifies a Minimum Activation Pressure for each tire type. This creates a relatively narrow window of "usable" pressure values and the warning will be more sensitive to outside temperature changes during the colder months. As with other cold temperature/tire pressure issues, there is nothing wrong with the system itself. If a vehicle is brought in with this concern, check for tire damage and set all tires to the Recommended Cold Inflation Pressure shown on the vehicle placard. Accurate tire pressures ensure the safe handling and appropriate ride characteristics of GM cars and trucks. It is critical that the tire pressure be adjusted to the specifications on the vehicle¡C■s tire placard during PDI. Ride, handling and road noise concerns may be caused by improperly adjusted tire pressure. The first step in the diagnosis of these concerns is to verify that the tires are inflated to the correct pressures. The recommended tire inflation pressure is listed on the vehicle¡C■s tire placard. The tire placard is located on the driver¡C■s side front or rear door edge, center pillar, or the rear compartment lid. Tip ^ Generally a 5.6°C (10°F) temperature increase will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure increase. ^ The definition of a "cold" tire is one that has been sitting for at least 3 hours, or driven no more than 1.6 km (1 mi). ^ On extremely cold days, if the vehicle has been indoors, it may be necessary to compensate for the low external temperature by adding additional air to the tire during PDI. ^ During cold weather, the Tire Pressure Monitor (TPM) indicator light (a yellow horseshoe with an exclamation point) may illuminate. If this indicator turns off after the tires warm up (reach operating temperature), the tire pressure should be reset to placard pressure at the cold temperature. ^ The TPM system will work correctly with nitrogen in tires. ^ The TPM system is compatible with the GM Vehicle Care Tire Sealant but may not be with other commercially available sealants. Important: ^ Do not use the tire pressure indicated on the tire itself as a guide. Page 6706 Locations Modular Fuel Sender And Fuel Tank Pressure Sensor Page 4738 Fuel Pump Pickup Filter: Description and Operation FUEL STRAINER Fuel Strainer The fuel strainer attaches to the lower end of the fuel sender. The fuel strainer is made of woven plastic. The functions of the fuel strainer are to filter contaminants and to wick fuel. The fuel strainer is self-cleaning and normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment or water. Page 6665 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 10544 Turn Signal Switch: Specifications Multifunction Turn Signal Switch Screw 35 inch lbs. Page 4494 Steps 20-25 The numbers below refer to the step numbers on the diagnostic table. 2. This step verifies that the fuel pump is operating. 4. This step tests for an internal fuel leak. If the fuel pressure drops during this test, then an internal loss of pressure is indicated. 6. This step tests the fuel pressure regulator. The fuel pressure regulator is controlled by engine vacuum. With engine vacuum applied, the pressure should drop the specified value. 9. This step inspects the fuel pressure regulator for a fuel leak from the vacuum port. If fuel leaks from the fuel pressure regulator while the fuel pump is commanded ON, replace the fuel pressure regulator. 10. This step tests for a loss of fuel pressure between the fuel feed pipe shut off adapter and the fuel pump. 11. This step tests for a leaking fuel injector, or fuel pressure regulator. If the fuel pressure remains constant during this test, the fuel injectors are not leaking fuel. 14. This step tests for a restricted fuel return pipe. If the fuel pressure is within the specified values, a restriction in the fuel return pipe is indicated. 16. This step determines if the fuel pressure regulator, or the fuel pump, is the cause of the low fuel pressure. If the pressure rises above the specified value, the fuel pump is OK. 18. This step verifies that a circuit condition is not the cause of a fuel pressure concern. Inspect all fuel pump electrical circuits thoroughly. Page 6429 Bulletin Format ***REPAIR ORDER REQUIRED DOCUMENTATION Page 7323 1. Position the rear suspension support on the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear suspension support mounting bolts (5,8,10,11). ^ Tighten the suspension support mounting bolts to 120 Nm (89 ft. lbs.). 3. Install the wheel speed sensor wiring harness to the rear support. 4. Install the bolt to the vapor canister. 5. Install the lateral links. 6. Install the ABS electrical harness to the lateral links. 7. Connect the electrical connectors to the wheel speed sensors. 8. Install the stabilizer shaft. 9. Install the parking brake cables to the rear support. 10. Install the tire and wheel assemblies. 11. Lower the vehicle. 12. Measure the rear wheel alignment. Page 9648 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 5012 Camshaft Position (CMP) Sensor Page 1114 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 3470 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 5155 Camshaft Position (CMP) Sensor Page 4104 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2256 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 6951 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Front Cross-Member: Service and Repair Front Front Suspension Crossmember Replacement Removal Procedure 1. Install the engine support fixture 2. Remove the tire and wheel assemblies. 3. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 4. Remove the splash shields. 5. Disconnect the Antilock Brake System (ABS) harness from the wheel speed sensor and frame. Remove the lower ball joints from the steering knuckles. 6. Remove the brake modulator assembly from the front suspension crossmember. 7. Remove the tie rod ends from the steering knuckles. 8. Remove the bolt from the steering gear to intermediate shaft and disconnect the shaft. 9. Remove the power steering lines from the steering gear. 10. Remove the front transmission mount bracket bolts. 11. Remove the rear transmission mount bracket bolts. 12. Remove the brake lines from the retainers on the front suspension crossmember (3). 13. Lower the vehicle until the front suspension crossmember (3) rests on the jack stands. 14. Remove the front suspension crossmember front support bolts (4). 15. Remove the front suspension crossmember rear support bolts (1). 16. Remove the front suspension crossmember to body bolts (2). 17. Raise the vehicle off of the front suspension crossmember (3). 18. Remove the following components if replacing the front suspension crossmember: ^ The lower control arms ^ The power steering gear ^ The front transmission mount ^ The rear transmission mount ^ The stabilizer shaft ^ The lower radiator mounting panel Installation Procedure Page 5701 Fluid Pump: Technical Service Bulletins A/T - 4L65E, 4L60E, 4L60, 200-4R Oil Pump Spring Bulletin No.: 04-07-30-006 Date: February 11, 2004 INFORMATION Subject: 4L65-E, 4L60-E, 4L60 and 200-4R Automatic Transmission Oil Pump Spring First and Second Design Identification Models: 2004 and Prior Passenger Cars and Light Duty Trucks 2003-2004 HUMMER H2 with 4L65-E, 4L60-E, 4L60 or 200-4R Automatic Transmission The purpose of this bulletin is to identify the oil pump spring usage for the two different pump designs. Manufacturing of the first design oil pump springs ended December 15, 2003. Manufacturing of the second design oil pump spring began December 16, 2003 The first design oil pump springs (206) and (207) DO NOT have any identification markings. The first design springs (206) and (207) use an inner and outer spring, two springs. The second design oil pump spring (245) is identified with tapered ends on the spring (245) as shown above. The second design spring (245) is a single spring. When servicing either (first design or second design) oil pump body, use the new single oil pump spring (245) with tapered ends. Page 10134 Center Mounted Brake Lamp: Testing and Inspection For information regarding this component and the system that it is a part of, please refer to Lighting and Horns Testing and Inspection. Page 6327 Hydraulic Control Assembly - Antilock Brakes: Service and Repair Brake Pressure Modulator Valve (BPMV) Replacement Brake Pressure Modulator Valve (BPMV) Replacement Removal Procedure Caution: For safety reasons, the brake pressure modulator valve assembly must not be repaired, the complete unit must be replaced. With the exception of the EBCM, no screws on the brake pressure modulator valve assembly, may be loosened. If screws are loosened, it will not be possible to get the brake circuits leak-tight and personal injury may result. 1. Remove the battery. 2. Remove the battery tray. Important: Note the locations of the brake pipes in order to aid in installation. 3. Disconnect the caliper and wheel cylinder brake pipes (2) from the BPMV (3). Cover the ends of the brake pipes to avoid dripping or contamination. 4. Disconnect the master cylinder brake pipes (1) from the BPMV (3). Cover the ends of the brake pipes to avoid dripping or contamination. 5. Raise and support the vehicle on a suitable hoist. Refer to Vehicle Lifting. 6. Remove the front engine splash shield. 7. Remove the left engine splash shield. 8. Disconnect the Connector Position Assurance (CPA) (2) from the EBCM connector. 9. Push the lock tab (1) down and then move the sliding connector cover to the open position. Page 7532 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Page 2340 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 871 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 1986 Piston Ring: Specifications Piston Diameter-Gaged on the skirt 12 mm (0.47 inch) below the centerline of the piston pin bore ...................................................................................................... 88.981 - 89.009 mm (3.5029 3.5040 in) Clearance ........................................................................................................................... .................................... 0.07 - 0.053 mm (0.0013 - 0.0027 in) Pin Bore ........................................................................................................................................................... 23.006 - 23.013 mm (0.9057 - 0.9060 in) Piston Ring Top Groove Side Clearance ..................................................................................................................................... 0.04 - 0.086 mm (0.002 - 0.0033 in) Second Groove Side Clearance .................................................................................................................................. 0.04 - 0.09 mm (0.002 - 0.0035 in) Top Ring Gap ........................................................................................................................................................... 0.15 - 0.36 mm (0.006 - 0.014 inch) Second Ring Gap ................................................................................................................................................... 0.5 0.71 mm (0.0197 - 0.0280 inch) Oil Ring Groove Clearance .................................................................................................................................................. 0.046 - 0.201 mm 0.008 in Gap with segment at 89.0 mm 3.50 inch ...................................................................................................................... 0.25 - 1.27 mm (0.0098 - 0.05 in) Piston Pin Diameter ...................................................................................................................................................... 22.9915 - 22.9964 mm (0.9052 - 0.9054 in) Clearance In Piston .......................................................................................................................................... 0.0096 0.0215 mm (0.0004 - 0.0008 in) Fit In Rod (Press Fit) ........................................................................................................................................ -0.0469 0.017) mm (0.0006 - 0.0018 in) Page 2607 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 6316 Electronic Brake Control Module: Service and Repair Electronic Brake Control Module (EBCM) Replacement Removal Procedure Notice: To prevent equipment damage, never connect or disconnect the wiring harness connection from the EBCM with the ignition switch in the ON position. 1. Raise and support the vehicle on a suitable hoist. Refer to Vehicle Lifting. 2. Remove the left engine splash shield. 3. Remove the Connector Position Assurance (CPA) (2) from the connector lock tab (1). 4. Push the lock tab (1) down and then move the sliding connector cover to the open position. 5. Disconnect the EBCM harness connector (2) from the EBCM (1). 6. Brush off any dirt or debris that has accumulated on the EBCM/BPMV assembly. Page 8718 7. Disconnect the license plate lamp socket (1) from the lamp by rotating counterclockwise. 8. Remove the license plate lamp screws from the lamp. 9. Remove the license plate lamp from the rear bumper fascia. 10. Remove the rear bumper fascia from the vehicle. 11. Remove the rear bumper fascia supports from the rear fascia. Installation Procedure 1. Install the rear bumper fascia supports to the rear fascia. 2. Position the rear bumper fascia to the vehicle. 3. Install the license plate lamp to the rear bumper fascia. 4. Install the license plate lamp screws to the lamp. Tighten the screws to 6 N.m (53 lb in). 5. Install the license plate lamp socket (1) to the lamp by rotating clockwise. 6. Install the rear bumper fascia to quarter panel bolts (1) in the rear wheel housing. Tighten the bolts to 6 N.m (53 lb in). Page 4141 Fuel Tank Pressure Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Seat Cushion Cover Replacement - Front Seat Cushion: Service and Repair Seat Cushion Cover Replacement - Front Seat Cushion Cover Replacement - Front Removal Procedure 1. Remove the front bucket seat. 2. Remove the seat back recliner handle from the recliner mechanism. 3. Remove the power seat switch bezel from the cushion cover, if equipped. 4. Unfasten the J-hook retainers from the sides of the seat cushion cover. 5. Unfasten the J-hook retainers for the cushion cover from the seat frame. 6. Route the rear seat cushion cover forward between the seat back and the cushion. 7. Unfasten the hook and loop strips which retain the cushion cover to the pad. 8. Remove the cushion cover from the pad. Installation Procedure Page 9745 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Locations Locations View Page 4383 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 3877 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 429 Electrical Symbols Part 2 Page 862 Electrical Symbols Part 2 Page 3793 Electrical Symbols Part 2 Page 6861 Fuse Block: Diagrams Fuse Block Underhood Fuse Block Underhood, C1 Page 8801 For vehicles repaired under warranty, use the table. Disclaimer Page 555 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 259 PCM Connector C1 Part 2 Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4022 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 10090 3. Connect the tail lamp electrical connector to the tail lamp. 4. Position the tail lamp to the quarter panel. 5. Install the tail lamp nuts, and hand tighten. 6. Fold the rear compartment trim to the original position. 7. Install the rear cargo net retainers, and hand tighten. 8. Install the rear cargo net to the retainers. 9. Close the rear compartment. Page 2249 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Campaign - T/S/Hazard Switch Warranty Extension Technical Service Bulletin # 04098A Date: 060111 Campaign - T/S/Hazard Switch Warranty Extension Bulletin No.: 04098A Date: January 11, 2006 SPECIAL POLICY Subject: 04098 - Special Policy Adjustment - Turn Signal/Hazard Warning Flashers Models: 1999-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am Supercede: This bulletin is being revised to include 2001-2002 Chevrolet Malibu, Oldsmobile Alero, and Pontiac Grand Am vehicles. Due to part availability, it is anticipated that customers will not be notified until late April 2006. In the meantime, should a customer bring in a 2001-2002 Chevrolet Malibu, Oldsmobile Alero, or Pontiac Grand Am vehicle because the turn signal/hazard warning flashers are inoperative, repair the vehicle as described in this bulletin and submit the claim using the labor code found in this bulletin. Please discard all copies of bulletin 04098 issued December 2004. Condition Some customers of 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass may have turn signal/hazard flashers that become inoperative. Special Policy Adjustment This special policy covers the condition described above for a period of 10 years or 150,000 miles (240,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For 1999-2000 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after December 23, 2004 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to December 23, 2004 must be submitted to the Service Contract provider. For 2001-2002 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after January 11, 2006 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to January 11, 2006 must be submiffed to the Service Contract provider. Vehicles Involved Page 4397 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 502 Dimmer Switch: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Lighting and Horns Diagrams. Page 457 Oil Pressure Sender: Connector Views Engine Oil Pressure (EOP) Switch Engine Oil Pressure (EOP) Sensor Page 4474 Exhaust Gas Recirculation (EGR) Valve Page 9973 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 2943 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 7221 Power Steering Pump: Service and Repair Power Steering Pump Pulley Replacement Power Steering Pulley Replacement ^ Tools Required J 25033-C Pulley Installer - J 25034-C Pulley Remover Removal Procedure 1. Remove the upper engine mount. 2. Remove the drive belt from the power steering pump pulley. 3. Remove the power steering pump. 4. Remove the power steering pump pulley using the J 25034-C. Installation Procedure 1. Install the power steering pump pulley to the pump using the J 25033-C. Ensure that the face of the pulley hub is flush with the pump drive shaft. 2. Install the power steering pump. 3. Install the drive belt to the power steering pump pulley. 4. Install the upper engine mount. 5. Bleed the power steering system. 6. Fill the power steering pump with power steering fluid. Page 2553 Equivalents - Decimal And Metric Part 1 Diagram Information and Instructions Power Window Switch: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 1191 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Service and Repair Front Door Window Motor: Service and Repair Window Regulator Motor Replacement - Front Door Removal Procedure 1. Remove the front door water deflector. 2. Disconnect the front door window regulator electrical connector. 3. Press the front door window motor retaining tabs (1) out to release the front door window regulator motor from the front door system locking module. 4. Remove the front door window regulator from the front door system locking module. Installation Procedure 1. Position the front door window regulator motor to the alignment pins on the front door locking system module. 2. Press the front door window regulator motor onto the front door locking system module until the retaining tabs (1) are fully seated over the front door window regulator motor ends. 3. Connect the front door window regulator motor electrical connector. 4. Install the front door water deflector. Page 2896 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 4743 8. Pull up the lock release of the fuel injector connector (2). 9. Depress the lock tab (1) and lift the connector from the injector. 10. Remove the injector electrical harness from the fuel rail. 11. Disconnect the coolant temperature sensor electrical connector. Page 7796 Control Assembly: Diagrams HVAC Control Assembly C1 - HVAC Systems - Manual Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Page 6858 Fuse Block: Diagrams Fuse Block Right IP Fuse Block Right IP, C1 Page 8681 Body Control Module: Connector Views Body Control Module (BCM) C1 Page 6486 Page 4217 Various symbols are used in order to describe different service operations. Page 5137 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 9350 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Description and Operation Washer Fluid Level Indicator: Description and Operation The washer fluid level switch is an input to the body control module which commands the instrument panel cluster to turn the low washer fluid indicator on or off through the class 2 serial data circuit. The washer fluid level signal circuit is supplied ignition voltage through a resistor then monitored within the body control module. The washer fluid level switch is normally open so the body control module detects ignition voltage on the washer fluid level signal circuit whenever the washer fluid level is not low. When the washer fluid level reaches the point where the driver should be informed that the washer fluid is low, the washer fluid level switch closes. When the washer fluid level switch is closed the washer fluid level switch signal circuit voltage is pulled low, and the body control module commands the instrument panel cluster to illuminate the low washer fluid indicator. In order to prevent the low washer fluid indicator from flashing due to sloshing in the washer fluid container, the body control module is programmed with a 30 second delay before changing states of the low washer fluid indicator during an ignition cycle. Page 6337 Page 561 Various symbols are used in order to describe different service operations. Page 809 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (7X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Remove the right tire and wheel. 4. Turn steering wheel fully to the left. 5. Disconnect the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from engine. 8. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install the sensor to the block. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor attaching bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the sensor electrical connector. 5. Install the right tire and wheel. Page 10626 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 7481 1. The tire must be in the relaxed position when the repair unit is installed (Do not spread the beads excessively). Two-Piece Plug and Repair Units 1. If applicable, install the repair unit so that the alignment is correct. 2. Center the repair unit over the injury and stitch down thoroughly with the stitching tool, working from the center out. 3. Being careful not to stretch the plug material, cut the plug flush with the outer tread. Combination Repair/Plug Units 1. Pull the plug through the injury until the repair just reaches the liner. Stitch down thoroughly. 2. Follow the repair material manufacturer's recommendations for further installation instructions. 2. Consult your repair material supplier for the proper stitching tool. Safety Cage Page 9590 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure IMPORTANT: For additional diagnostic information, refer to DTC P1336. 1. Install a scan tool. 2. With a scan tool, monitor the powertrain control module for DTCs. If other DTCs are set, except DTC P1336, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 3. With a scan tool, select the crankshaft position (CKP) variation learn procedure. 4. Observe the fuel cut-off for the engine that you are performing the learn procedure on. 5. The scan tool instructs you to perform the following: ^ Block the drive wheels. ^ Apply the vehicles parking brake. ^ Cycle the ignition from OFF to ON. ^ Apply and hold the brake pedal. ^ Start and idle the engine. ^ Turn OFF the A/C. ^ Place the vehicle's automatic transmission in Park, or the manual transmission in Neutral. ^ The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity - If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) sensor activity - If there is a CMP sensor condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT) - If the ECT is not warm enough, idle the engine until the ECT reaches the correct temperature. 6. With the scan tool, enable the CKP system variation learn procedure. IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 7. Slowly increase the engine speed to the RPM that you observed. 8. Immediately release the throttle when fuel cut-off is reached. 9. The scan tool displays Learn Status: Learned this ignition. If the scan tool does NOT display this message and no additional DTCs set, refer to Symptoms - Engine. If a DTC set, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 10. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. Page 7696 Equivalents - Decimal And Metric Part 1 Locations Locations View Page 5428 Disclaimer Page 9945 Fuel Gauge Sender: Specifications Fuel Level Specifications The values in the table are approximate values based on information obtained from properly operating vehicles. Actual results may vary slightly. Page 4190 Electrical Symbols Part 1 Page 10089 7. Release the tabs to remove the circuit board from the tail lamp. 8. Pull the bulbs from the sockets. INSTALLATION PROCEDURE 1. Press the tail lamp bulbs into the sockets until fully seated. 2. Install the circuit board to the tail lamp retainers. Press until the tabs are fully seated. Page 9595 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 1164 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 2912 Camshaft Position (CMP) Sensor Page 3979 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2252 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 4592 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve to bleed fuel system pressure. 2. Place a shop towel under the fuel pressure gage adaptor fitting to catch any remaining fuel spillage. 3. Remove the J 34730-1A from the adaptor fitting. 4. Remove the J 34730-262. 5. Drain any fuel remaining in the fuel pressure gage into an approved container. 6. Install the cap on the fuel pressure connection. Page 4428 Transmission Position Switch/Sensor: Service and Repair PNP Switch Replacement Removal Procedure 1. Disconnect the switch electrical connector. 2. Remove the attaching bolts. 3. Remove the park/neutral position switch assembly. Installation Procedure Page 1128 Various symbols are used in order to describe different service operations. Page 1965 4. Route the engine coolant heater cord to the air cleaner housing. 5. Install the new engine coolant heater cord straps. Page 10658 Electrical Symbols Part 3 Page 5658 The fluid level screw is intended to be used for diagnosing a transaxle fluid leak or resetting the transaxle fluid level after service that involves a loss of fluid. Inspect The fluid level should be checked when the transaxle is near Room temperature or at 40°C (104°F). CAUTION: Removal of the fluid level screw when the transaxle fluid is hot may cause injury. Use care to avoid contact of transaxle fluid to exhaust pipe. The engine must be running when the transaxle fluid level screw is removed, or excessive fluid loss will occur. Since the actual fluid level is unknown, Page 5286 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the Pressure Control Solenoid (PCS) retainer clip (304), the PCS with two O-rings and screen (312, 309, 310), the torque signal regulator valve (309), and the torque signal regulator spring (308). Installation Procedure 1. Install the torque signal regulator spring (308), the torque signal regulator valve (309), the Pressure Control Solenoid (PCS) with two O-rings and screen (312, 309, 310) and the PCS retainer clip (304) 2. Install the transmission side cover. Page 7525 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Page 3782 Information Bus: Symptom Related Diagnostic Procedures Scan Tool Does Not Communicate With Class 2 Device CIRCUIT DESCRIPTION Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. Connecting a scan tool to the DLC allows communication with the modules for diagnostic purposes. Diagnostic trouble codes (DTC's) may set due to this symptom and during this diagnostic procedure. Complete the diagnostic procedure in order to ensure all the DTCs are diagnosed and cleared from memory. DIAGNOSTIC AIDS The engine will not start when there is a total malfunction of the Class 2 serial data circuit while the engine is not running. The Class 2 serial data circuit for the EBCM and PCM are on a common terminal on the Junction Block-Left I/P. The Class 2 serial data circuit for the BCM and SDM are on a common terminal on the Junction Block-Left I/P. The Class 2 serial data circuit for the DLC and Radio are on a common terminal on the Junction Block-Left I/P. TEST DESCRIPTION Steps 1-8 Drive Axles - Improved Axle Nut Availability Axle Nut: Technical Service Bulletins Drive Axles - Improved Axle Nut Availability File In Section: 04 - Driveline Axle Bulletin No.: 03-04-18-001 Date: February, 2003 INFORMATION Subject: Availability of New Front Drive Axle Nut Models: 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is to inform dealers that a new and improved front drive axle nut has been released for service of the above listed vehicles. Use the new nut, P/N 10289657, whenever the front drive axle nut is removed. This new nut is a torque prevailing nut and is silver in color. The old nut is black in color and has a sheet metal cage around the nut (shown below). Using the new nut will provide a more consistent clamp load on the wheel bearing and should help prolong the bearing life. Notice: Use the correct tightening specifications when installing fasteners in order to avoid damage to parts and systems. Torque Tighten the new nut to 235 N.m (173 lb ft). The old nut torque was 385 N.m (284 lb ft). Important: Some front wheel hub kits may have the old style nut included in the kit. Discard the old nut and use the new nut, P/N 10289657. New Style Nut The nut shown is a torque prevailing nut and is silver colored. Old Style Nut Page 3114 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Service and Repair Spoiler: Service and Repair Spoiler Replacement - Rear Tools Required J 25070 Heat Gun Removal Procedure Notice: Use of harsh chemicals when cleaning can damage exterior lamps. Suggested cleaners are a mild soap and water, or Varnish Makers and Painters (VM&P;) Naptha. VM&P; Naptha is a specific type of naptha and should not be substituted by any other naptha. 1. Open the rear compartment. 2. Disconnect the high-mount stop lamp electrical connector from the rear compartment lid harness. 3. Remove the rear compartment lid spoiler nuts from the spoiler. 4. Use the J 25070 to apply heat to the rear spoiler mounting locations. Apply heat 152mm (6 in) from the surface using a circular motion for about 30 seconds. 5. Use a small flat-bladed tool to lift the rear spoiler from the rear compartment lid being careful not to damage paint. 6. Remove the rear spoiler and wiring harness from the rear compartment lid. 7. Remove the high-mount stop lamp screws from the rear spoiler. 8. Remove the high-mount stop lamp from the rear spoiler. 9. Use 3M(TM) scotch brite molding adhesive remover disk 3M(TM) P/N 07501 (or equivalent) to clean the rear spoiler adhesive from the rear compartment lid and/or the rear spoiler. 10. Use Varnish Makers and Painters (VM&P;) naphtha or equivalent to clean the body panel. Installation Procedure 1. Install the high-mount stop lamp to the rear spoiler. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the high-mount stop lamp screws to the rear spoiler. Tighten the high-mount stop lamp screws to 2 N.m (18 lb in). 3. Use the J 25070 to heat the rear spoiler mounting surfaces. 4. Remove the backing from adhesive on the rear spoiler mounting locations. 5. Route the high-mount stop lamp wiring harness through the rear compartment lid. 6. Position the studs of the rear spoiler into the clearance holes of the rear compartment lid. Page 1821 Disclaimer Diagrams Page 5109 Knock Sensor (KS) Page 76 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 6205 Parts are currently available from GMSPO. Disclaimer Page 6586 11. Slide the clamping nut (1) over the brake pipe into the correct collet. Leave approximately 19 mm (3/4 inches) of tubing extending out the collet. 12. Insert the collet into the tool body. The brake pipe end must contact the face of the forming mandrel. 13. Tighten the clamping nut into the tool body very tight or the pipe may push out. 14. Wrench tighten the forcing screw until the screw bottoms. Do not over tighten the forcing screw or the flare may become over-sized. 15. Back the clamping nut out of the tool body. 16. Disassemble the clamping nut and collet. The flare is now ready for use. 17. Bend the pipe to match the old pipe. Maintain a clearance of 19 mm (3/4 inches) for all moving or vibrating components. Page 9270 8. Reposition the hood release lever. Notice: Refer to Fastener Notice in Service Precautions. 9. Install the hood latch release cable screw. Tighten the hood latch release cable screw to 3 N.m (27 lb in). 10. Reposition the carpeting. 11. Install the carpet retainers. 12. Install the IP sound insulator. 13. Install the headliner. Page 3299 Camshaft Position (CMP) Sensor Page 3621 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 6679 8. Disconnect the booster pushrod (1) from the brake pedal (2). Tilt the vacuum brake booster slightly in order to work the booster pushrod off the pedal clevis pin. Do not apply excessive side pressure on the pushrod. 9. Remove the booster from the vehicle. Installation Procedure 1. Install the booster to the vehicle. 2. Install the booster pushrod (1) to the brake pedal (2). Tilt the vacuum brake booster slightly in order to work the booster pushrod onto the pedal clevis pin. Do not apply excessive side pressure on the pushrod. Align the pushrod with the pedal and assemble. Notice: Refer to Fastener Notice in Service Precautions. Page 2218 Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive nut onto the threaded shaft. Refer to the above illustration. Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block. Refer to the above illustration. Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon sleeve. Verify that the seal has seated properly. Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove the mandrel from the crankshaft hub. Refer to the above illustration. Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 9494 Hood Weatherstrip: Service and Repair Seal Replacement - Hood Rear Side Seal Replacement - Hood Rear Side Removal Procedure 1. Open the hood. 2. Remove the hood rear side seal (1) from the pinch weld flange. 3. Using 3M(TM) P/N 8984 adhesive remover clean off any adhesive left on the pinch weld flange. Installation Procedure 1. Remove the adhesive backing from the hood rear side seal (1). 2. Install the hood side seal (1) to the pinch weld flange. 3. Close the hood. Page 2180 5. Apply 8 - 12 mm (0.08 - 0.11 inch) bead of RTV Sealer, GM P/N 12345739 or equivalent, on each ridge where front and rear of the lower intake manifold contact the engine block (1). 6. Install the lower intake manifold gaskets. 7. Install rocker arms and pushrods. 8. Install the lower intake manifold. 9. Apply sealant, GM P/N 12345382 to the threads of the lower intake manifold bolts. Notice: An oil leak may result if the vertical bolts are not tightened before the diagonal bolts. 10. Install the vertical lower intake manifold bolts until snug. 11. Install the diagonal lower intake manifold bolts until snug. 12. Install NEW lower intake manifold bolts. Page 1583 Fluid - A/T: Technical Service Bulletins A/T - Oil Cooler Flushing/Flow Check Procedures File In Section: 07 - Transmission/Transaxle Bulletin No.: 99-07-30-017A Date: February, 2003 INFORMATION Subject: Automatic Transmission Oil Cooler Flushing and Flow Check Procedures Models: 2003 and Prior GM Light Duty Trucks 2003 HUMMER H2 with Allison(R) Automatic Transmission (RPO M74) This bulletin revises bulletin 99-07-30-017 to reflect the release of the new Transflow(R) J 45096 Transmission Cooling System Service Tool. The Transflow(R) Transmission Cooling System Service Tool is to be used for all vehicles. Please discard Corporate Bulletin Number 99-07-30-017 (Section 07 - Transmission/Transaxle). Refer to Corporate Bulletin Number 02-07-30-052. Important: If you were sent here by the instruction booklet for the J 45096 TransFlow(R) machine, note that the table has been moved to Corporate Bulletin Number 02-07-30-052. Disclaimer Page 1755 ^ Excessive lateral runout of the wheel The tire waddle is most noticeable at a low speed of about 8 - 48 km/h (5 - 30 mph). Tire waddle may appear as ride roughness at 80 - 113 km/h (50 - 70 mph). Tire waddle may appear as a vibration at 80 - 113 km/h (50 - 70 mph). Inspection Procedure 1. Raise and support the vehicle with safety stands. Refer to Vehicle Lifting. Caution: Wear gloves when inspecting the tires in order to prevent personal injury from steel belts sticking through the tire. 2. Perform the following preliminary inspection: 2.1. Mark the tire with a crayon in order to note the start and the stop position. 2.2. Rotate each tire and wheel by hand. 2.3. Inspect the tire for bulges or bent wheels. Replace as necessary. 3. Use tire substitution in order to identify the faulty tire. Perform the following steps for a tire substitution check: 3.1. Use a comparable tire in order to replace each tire, one at a time. 3.2. Test drive the vehicle. 3.3. If the problem is tire or wheel related, you will eliminate the problem when you remove the faulty tire from the vehicle. Page 2595 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 9700 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gage Fitting INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution and Fuel Gage Leak Caution in Service Precautions. NOTE: Clean all of the following areas before performing any disconnections in order to avoid possible contamination in the system: ^ The fuel pipe connections ^ The hose connections ^ The areas surrounding the connections IMPORTANT: Position the fuel pressure gage fitting to avoid contact with the belt. 1. Install the J 34730-1A with the J 34730-262 to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Refer to Fuel Storage Caution in Service Precautions. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool until all of the air is bled out of the gage. 6. Close the bleed valve on the fuel pressure gage. 7. Command the fuel pump ON with a scan tool. 8. Inspect for fuel leaks. REMOVAL PROCEDURE Service and Repair Front Door Interior Handle: Service and Repair Door Handle Replacement - Front Inside Removal Procedure 1. Remove the front door water deflector. 2. Press down on the front door inside handle release tab to disengage the front door inside handle from the front door locking system module. 3. Disconnect the front door inside handle rods. 4. Remove the front door inside handle from the front door. Installation Procedure 1. Connect the front door inside handle rods to the front door inside handle. Page 2111 ^ The threaded holes Installation Procedure 1. Install a new gasket. If you are installing the rear main bearing cap, place sealant on the oil pan gasket tabs. Place the sealer on the tabs that insert into the gasket groove on the outer surface of the main bearing cap. Use GM P/N 1052080 or the equivalent. 2. Install the oil pan. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the oil pan bolts. Tighten the bolts to 25 Nm (18 ft. lbs.). 4. Install the oil pan side bolts. Tighten the bolts to 50 Nm (37 ft. lbs.). 5. Install the starter. 6. Install the flywheel inspection cover. 7. Install the A/C compressor to the engine. 8. Install the frame bolts on the right side. Tighten the bolts to 191 Nm (141 ft. lbs.). 9. Install transmission mount bolts and nuts. Tighten the bolts and nuts to 130 Nm (96 ft. lbs.). 10. Install the right side ball joint. 11. Connect the right front Antilock Brake System (ABS) wheel speed sensor harness. 12. Install the retainers that support the brake line to the frame. 13. Install the brace that supports the engine to the transmission. 14. Install the right front fender liner. 15. Install the right front tire and wheel assembly. 16. Install the lower closeout panel. 17. Lower the vehicle. 18. Fill the crankcase. Page 3638 Camshaft Position (CMP) Sensor Page 9915 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 4830 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 8070 1. Install the SDM (5) to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the SDM mounting fasteners (1). Tighten Tighten the fasteners to 5.0 N.m (44 lb in). 3. Install the SDM harness connector (3) to the SDM (5). 4. Install the Connector Position Assurance (CPA) (2) to the SDM harness connector. 5. Position the carpet in order to cover the inflatable restraint Sensing and Diagnostic Module (SDM). 6. Install the passenger front carpet retainer. 7. Install the front passenger seat. 8. Enable the SIR system. Refer to Air Bag(s) Arming and Disarming. 9. If you replaced the SDM perform the following procedure in order to update the BCM with the new SDM part number: IMPORTANT: The AIR BAG indicator may remain ON after the SDM is replaced. After programming the SDM part number into the BCM cycle the ignition switch OFF and ON. This turns OFF the AIR BAG indicator and clears the DTC. 9.1. Install a scan tool. 9.2. Select the Special Functions option from the SIR Menu and press enter. 9.3. Select the Setup SDM Part Number in BCM option and press enter. 9.4. Follow the procedure on the scan tool display. 9.5. Cycle the ignition switch OFF and ON. Page 10767 Vanity Lamp: Testing and Inspection For information regarding this component and the system that it is a part of, please refer to Lighting and Horns Testing and Inspection. Page 4825 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 4816 Fuel Pump Relay: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 4701 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 9331 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 435 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 4169 Parts are currently available from GMSPO. Disclaimer Page 2521 Heater Hose: Service and Repair Heater Hose Replacement - Outlet TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the engine coolant. Refer to Draining and Filling Cooling System in Cooling System. 2. Use J 38185 in order to reposition the outlet heater hose clamp from the quick connect fitting. 3. Disconnect the outlet heater hose (2) from the quick connect fitting. 4. Use J 38185 to reposition the outlet heater hose clamp from the heater core. 5. Disconnect the outlet heater hose from the heater core. 6. Remove the outlet heater hose. INSTALLATION PROCEDURE Page 5099 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 2121 Electrical Symbols Part 1 Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview Begin the diagnosis of the body control system by performing the Diagnostic System Check for the system in which the customer concern is apparent. The Diagnostic System Check will direct you to the correct procedure for diagnosing the system end where the procedure is located. Page 10289 Equivalents - Decimal And Metric Part 1 Page 10267 Electrical Symbols Part 4 Page 108 Cruise Control Module: Service and Repair REMOVAL PROCEDURE 1. Open the hood. 2. Disconnect the cruise control cable tab (5) from the throttle body cam (6). Rotate the cam (6) to 1/4 open throttle in order to release the tab (5). 3. In order to release the cable (4), push the locating fitting inward and pull the unit free from he throttle bracket (1). 4. Remove the cruise control cable from the module by turning the cable assembly 1/4 turn counterclockwise. Page 2898 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 1746 Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. Final Inspection 1. After remounting and inflating the tire, check both beads, the repair and the valve with a water and soap solution in order to detect leaks. 2. If the tire continues to lose air, the tire must be demounted and reinspected. 3. Balance the tire and wheel assembly. Refer to Tire and Wheel Assembly Balancing - OFF Vehicle. For additional tire puncture repair information, contact: Rubber Manufacturers Association (RMA) Disclaimer Page 8392 Page 4361 Transmission Position Switch/Sensor: Service and Repair PNP Switch Replacement Removal Procedure 1. Disconnect the switch electrical connector. 2. Remove the attaching bolts. 3. Remove the park/neutral position switch assembly. Installation Procedure A/T - Shift Flare/DTC's Set/SES Lamp ON PROM - Programmable Read Only Memory: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Page 9912 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 2767 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 6330 5. Push down the lock tab (1) and then move the sliding connector cover back in the home position to lock. 6. Insert the CPA (2) back into place. 7. Install the left engine splash shield. 8. Install the front engine splash shield. 9. Lower the vehicle. Refer to Vehicle Lifting. Caution: Make sure brake pipes are correctly connected to brake pressure modulator valve. If brake pipes are switched by mistake, wheel lockup will occur and personal injury may result. The only two ways this condition can be detected are by using a Scan Tool or by doing an Antilock stop. 10. Connect the master cylinder brake pipes (1) to the BPMV (3). ^ Tighten the brake pipe fittings to 24 Nm (18 ft. lbs.). 11. Connect the caliper and wheel cylinder brake pipes (2) to the BPMV (3). ^ Tighten the brake pipe fittings to 24 Nm (18 ft. lbs.). 12. Install the battery tray. 13. Install the battery. 14. Perform the Diagnostic System Check - ABS Page 10505 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Page 8868 Disclaimer Locations Locations View Page 7671 Electrical Symbols Part 1 Page 7875 14. Install HVAC duct work to the cross vehicle beam. 15. Install the body control module to the cross vehicle beam. 16. Connect the wiring harness to the cross vehicle beam. 17. Install the bolt retaining the cross vehicle beam to the HVAC module. Page 699 Electrical Symbols Part 4 Page 10622 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Locations Underhood Fuse Block (Part 1) Page 5617 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 8962 5. Remove the torque rod (1) from the rear compartment lid hinge (4). Installation Procedure 1. Install the torque rod to the compartment lid hinge arm (4). 2. Use the J 39384-10 (6) in order to engage the torque rod (5) to the adjusting notch. 3. Adjust the operating effort by adjusting the rear compartment torque rods. Use the following procedure: 1. Position the end of the torque rod (5) to a lower adjusting notch in order to obtain the following results: * Increase the amount of effort needed in order to raise the compartment lid. * Decrease the amount of effort needed in order to close the compartment lid. Page 2421 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve to bleed fuel system pressure. 2. Place a shop towel under the fuel pressure gage adaptor fitting to catch any remaining fuel spillage. 3. Remove the J 34730-1A from the adaptor fitting. 4. Remove the J 34730-262. 5. Drain any fuel remaining in the fuel pressure gage into an approved container. 6. Install the cap on the fuel pressure connection. Page 314 Ignition Control Module (ICM) C2 Page 8792 Disclaimer Manifold Absolute Pressure (MAP) Sensor Diagnosis Manifold Pressure/Vacuum Sensor: Testing and Inspection Manifold Absolute Pressure (MAP) Sensor Diagnosis CIRCUIT DESCRIPTION The manifold absolute pressure (MAP) sensor responds to pressure changes in the intake manifold which gives an indication of the engine load. The MAP sensor has the following circuits: ^ A 5-volt reference circuit ^ A low reference circuit ^ A signal circuit The powertrain control module (PCM) supplies 5 volts to the MAP sensor on the 5-volt reference circuit and provides a ground on the low reference circuit. The MAP sensor provides a signal to the PCM on the signal circuit which is relative to the pressure changes in the manifold. With low MAP such as during idle or deceleration, the PCM should detect a low signal voltage. With high MAP such as ignition ON, with the engine OFF or wide open throttle (WOT), the PCM should detect a high signal voltage. Certain vehicle models will also use the MAP sensor in order to calculate the barometric pressure (BARO) when the ignition switch is turned ON, with the engine OFF. The BARO reading may also be updated whenever the engine is operated at WOT. The PCM monitors the MAP sensor signal for voltage outside of the normal range. If the PCM detects a MAP sensor signal voltage that is excessively high, DTC P0108 will set. IF the PCM detects a MAP sensor signal voltage that is excessively low, DTC P0107 will set. DIAGNOSTIC AIDS Inspect for the following conditions: ^ Restrictions in the MAP sensor vacuum source ^ MAP sensor seal missing or damaged ^ Vacuum hoses disconnected, damaged, or incorrectly routed ^ Intake manifold vacuum leaks ^ Vacuum leaks at the throttle body ^ Vacuum leaks at the exhaust gas recirculation (EGR) valve flange and pipes TEST DESCRIPTION Page 9314 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 6025 For vehicles repaired under warranty, use the table. Disclaimer Page 1657 Fuse Block: Locations Underhood Fuse Block Underhood Fuse Block (Part 1) Page 8862 Disclaimer Page 10608 Electrical Symbols Part 2 Page 7055 Multiple Junction Connector: Diagrams C400 - C413 C400 C413 - Canister Vent Page 4128 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (24X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle on hoist. Refer to Lifting and Jacking the Vehicle. 3. Remove the crankshaft harmonic balancer. 4. Note the routing of sensor harness before removal. 5. Remove the harness retaining clip with bolt. 6. Disconnect the sensor electrical connector. 7. Remove the sensor bolts (4). 8. Remove the sensor. INSTALLATION PROCEDURE 1. Install the 24X crankshaft position sensor (1) with bolts (4) and route harness as noted during removal. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the harness retaining clip (3) with bolt (4). Tighten Tighten the CKP sensor bolts to 10 N.m (89 lb in). 3. Connect the sensor electrical connector. 4. Install the balancer on the crankshaft. 5. Lower vehicle. Page 1716 Vehicle Lifting: Service and Repair Jack Stands UNDER THE FRAME RAILS IMPORTANT: The jack stands must not contact the rocker panels, the front fenders or the floor pan. Position the jack stands under the frame rail shipping slot reinforcements. UNDER THE FRONT SUSPENSION CROSSMEMBER Position the jack stands as follows: ^ Spanning at least two of the (front suspension crossmember) rear reinforcement ribs (preferred location). ^ Spanning both of the (front suspension crossmember) front reinforcement ribs (optional location). UNDER THE REAR SUSPENSION CROSSMEMBER IMPORTANT: The jack stands must not be placed under the (rear suspension crossmember) front reinforcement rib. Position the jack stands spanning both of the (rear suspension crossmember) rear reinforcement ribs. Page 10066 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 10395 Electrical Symbols Part 2 Page 4209 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 4086 Coolant Temperature Sensor/Switch (For Computer): Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 11017 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 2701 Electrical Symbols Part 3 Page 4250 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 668 Component Locations Locations View Page 11014 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Front Suspension Strut / Shock Absorber: Service and Repair Front Strut and Knuckle Scribing Strut and Knuckle Scribing 1. Using a sharp tool, scribe the knuckle along the outboard strut radius (1). 2. Scribe the strut flange on the inboard side along the curve of the knuckle (2). 3. Make a scribe mark across the strut/knuckle interface (3). 4. On reassembly, carefully match the marks to the components. Strut Assembly Replacement Strut Assembly Replacement Removal Procedure 1. Remove the nuts (1) and bolt (2) attaching the top of the strut assembly (5) to the body (3). 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Place jack stands under the front crossmember. 4. Lower the vehicle slightly so that the weight of vehicle rests on the jack stands and not on the control arms. Notice: Care must be exercised to prevent the drive axle joints from being over-extended. When either end of the shaft is disconnected, over-extension of the joint could result in separation of the internal components and possible joint failure. Drive axle joint boot protectors should be used any time service is performed on or near the drive axles. Failure to observe this can result in interior joint or boot damage and possible joint failure. 5. Remove the tire and wheel assembly. 6. Remove the brake line bracket. Page 10824 Heated Glass Element: Symptom Related Diagnostic Procedures A Symptoms IMPORTANT: Review the system operation in order to familiarize yourself with the system functions. Refer to Rear Window Defogger Description and Operation. Visual/physical Inspection Inspect for aftermarket devices which could affect the operation of the Rear Window Defogger system. Refer to Checking Aftermarket Accessories in Diagrams. Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. Intermittent Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent and Poor Connections in Diagrams. Symptom List Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom: ^ Defogger Inoperative - Rear Window ^ Defogger Indicator Always On ^ Defogger Grid Lines Diagnosis Steps 1-4 Page 3471 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 10342 License Lamp Page 6874 Fuse Block: Service and Repair Instrument Panel Electrical Center or Junction Block Replacement REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the outer trim covers (1, 3) from the Instrument Panel (IP) carrier (2). 3. Loosen the outboard junction block electrical connector bolt. Disengage the outboard junction block electrical connector tabs from IP fuse block. Left side shown, right side similar. Page 8474 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Service and Repair Instrument Panel Bulb: Service and Repair IP LAMP REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel cluster. 2. Remove the lamp socket from the IP cluster by rotating the socket counterclockwise. 3. Remove the bulb from the lamp socket. INSTALLATION PROCEDURE 1. Install the bulb into the lamp socket. 2. Install the lamp socket to the IP cluster by rotating the socket clockwise. 3. Install the cluster into the instrument panel. Page 2934 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2051 Drive Belt Tensioner: Testing and Inspection Drive Belt Tensioner Diagnosis ^ Tools Required J23600-B Belt Tension Gauge 1. Turn the engine ON. 2. Run the engine, with no accessories on, until the engine is warmed up. 3. Turn the engine OFF. 4. Place the J23600-B halfway between the generator and the power steering pump. Read the drive belt tension using the J23600-B. Note the reading and remove the J 23600-B. 5. Turn the engine ON. 6. Run the engine, with no accessories on, and allow the system to stabilize for 15 seconds. 7. Turn the engine OFF. 8. Using a 3/8-inch drive breaker bar, apply clockwise force (tighten) to the drive belt tensioner pulley arm. Release the force, and immediately take a drive belt tension reading without disturbing drive belt tensioner position. 9. Using the 3/8-inch drive breaker bar, apply a counterclockwise force to the drive belt tensioner pulley arm, and raise the drive belt tensioner pulley in order to eliminate all tension. Slowly lower the drive belt tensioner pulley to the drive belt, and take a drive belt tension reading without disturbing the drive belt tensioner position. 10. Average the 3 readings. If the average of the 3 readings is not between 133 - 222 N (30 - 50 lbs.) and the drive belt is within the drive belt tensioner's operating range, replace the drive belt tensioner. Brakes - Rotor Lateral Runout Correction Information Brake Rotor/Disc: All Technical Service Bulletins Brakes - Rotor Lateral Runout Correction Information Bulletin No.: 01-05-23-001B Date: January 31, 2008 INFORMATION Subject: Brake Align(R) System for Brake Rotor Lateral Runout Correction Models: 2008 and Prior Passenger Cars Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 01-05-23-001A (Section 05 - Brakes). This bulletin is being issued to update General Motors position on correcting brake rotor lateral runout (Refer to Corporate Bulletin Number 00-05-22-002B for additional brake rotor service procedures). Certain conditions may apply to individual vehicles regarding specific repairs. Refer to those specific repairs in applicable service bulletins. Make sure other possible sources of brake pulsation, such as ABS pedal feedback, have been addressed before checking rotor runout. Anytime a new or refinished rotor is installed on a vehicle, the rotor must have .050 mm (.002 in) or less of lateral runout. This specification is important to prevent comebacks for brake pulsation. Until now, the only acceptable methods to correct brake rotor runout were to index or replace the rotor or to refinish the rotor using an on-vehicle brake lathe. GM has approved a new technology for the correction of lateral runout on new or refinished rotors. This new method is called Brake align(R)*. It will allow the technician to meet the .050 mm (.002 in) or less requirement for lateral runout by installing a specially selected, tapered correction plate between the rotor and the hub. The Brake Align(R) Correction system does NOT require the use of an on-vehicle brake lathe to correct for lateral runout. *We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. The Brake Align(R) Starter Kit will include an ample supply of Correction Plates, in various correction sizes, that will cover most current GM passenger car applications. It will also include a Brake Align(R) tool kit containing a dial indicator and retaining washers along with other useful tools. Service Procedure Follow all the procedures referred to in Corporate Bulletin Number 00-05-22-002B. Dealers who have purchased the Brake Align(R) Starter Kit may use the following simplified runout correction procedure: The existing rotors must first be machined on an approved, well-maintained bench lathe to guarantee smooth, flat, and parallel surfaces. Should the rotors require replacement, please note that it is not necessary to machine new rotors. Make sure all the mating surfaces of the rotor and the hub are clean, using the J 42450-A wheel Hub Cleaning Kit. Mount the new or refinished rotor onto the vehicle hub using the retaining washers provided in the kit. Do not reinstall the caliper or wheel at this time. Tighten all the wheel nuts to the proper specification, using J 39544 Torque Socket or the equivalent. Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor friction surface approximately 12.7 mm (1/2 in) from the rotors outer edge. Rotate the rotor and observe the total lateral runout. Index the rotor on the hub to achieve the lowest amount of lateral runout. This will require removal and reassembly of the rotor until the lowest total lateral runout reading is obtained. If this reading is .050 mm (.002 in) or less, the assembled rotor is within specification. The brake system may be reassembled. If total lateral runout is greater than .050 mm (.002 in), proceed with determining the correct Brake Align(R) Correction as follows: Rotate the rotor to locate the lowest dial indicator reading and set the dial to zero. Rotate the rotor to determine and locate the highest amount of lateral runout. Service and Repair Antenna Mast: Service and Repair REMOVAL PROCEDURE NOTE: Use tape on the tool surface so that you do not damage the paint on the antenna mast. 1. Remove the antenna mast from the antenna base (3). 2. Open rear trunk lid and pull back the carpet in the rear compartment to expose the antenna base (3). 3. Remove the mounting bolts from the antenna base (3). 4. Disconnect the antenna lead (2) from the antenna base (3). 5. Remove the antenna base (3) from the antenna mounting spacer (1), by pulling in a downward motion. INSTALLATION PROCEDURE 1. Connect the antenna lead (2) to the antenna base (3). 2. Install the antenna base (3) to the antenna mounting spacer (1), by pushing in a upward motion. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the antenna mounting bolts to the antenna base (3). Tighten Tighten the bolts to 6 N.m (53 lb in). 4. Reposition the rear compartment carpet and close rear trunk lid. 5. Install the antenna mast to the antenna base (3). Page 4232 Manifold Pressure/Vacuum Sensor: Testing and Inspection Additional Information For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 6809 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 943 Various symbols are used in order to describe different service operations. Page 1121 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 52 For vehicles repaired under warranty, use the table. Disclaimer Page 752 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 5698 Phase three will eliminate the oil pump body 0-ring seal groove and the 0-ring seal. Beginning March 2004, a new stamped carrier molded rubber seal (2) will be used to seal the pump assembly to the transmission case. The pump sealing surface is now the outer diameter of the pump and the inner diameter (1) of the transmission case bore. Unlike the current 0-ring seal, which is installed on the oil pump body, the new seal is installed after the pump assembly is properly positioned and torqued in place. Seating the seal is accomplished when the torque converter housing is installed, which presses the seal (3) into position between the pump and the case bore (1). As a result of the modified casting and the deeper pump bore machining, the area between the oil pan mounting surface and the pump bore has decreased. Because of the reduced material in this area (1) it is necessary to use the shorter oil pan attaching bolts (2). Early pan bolts (3), before November 2002, should not be used with the modified case design, since they are 1.0 mm (0.39 in) longer and could deform the chamfer surface (4). Service Information Service and Repair Headlamp Bulb: Service and Repair HEADLAMP ASSEMBLY OR HEADLAMP BULB AND/OR CORNERING, SIDEMARKER, PARK, TURN SIGNAL BULB REPLACEMENT REMOVAL PROCEDURE 1. Open the hood. 2. Hold the headlamp in place while pulling upward on the release tabs (1). 3. Remove the headlamp (2) by pulling straight forward from the headlamp mounting panel. CAUTION: Refer to Halogen Bulb Caution in Service Precautions. 4. Disconnect the electrical connectors from the lamp sockets. 5. Remove the headlamp, and or park lamp sockets by rotating counterclockwise. 6. Pull the headlamp, and or park bulb from the socket. INSTALLATION PROCEDURE 1. Push the headlamp, and or park bulb into the socket. 2. Install the headlamp, and or park lamp by rotating the socket clockwise. 3. Connect the electrical connectors to the lamp sockets. Page 3729 Equivalents - Decimal And Metric Part 1 Page 6795 Disclaimer Page 9819 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 6952 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Specifications Transmission Speed Sensor: Specifications Speed Sensor Housing to Case .............................................................................................................................................................. 11 Nm (97 inch lbs.) Sensor, Input Speed-M6 x 1.0 x 15.0 (Qty 1) ..................................................................................................................................... 12 Nm (106 inch lbs.) Sensor, Output Speed (Stud)-M6 x 1.0 x 15.0 (Qty 1) ........................................................................................................................ 12 Nm (106 inch lbs.) Page 2348 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 4784 Fuel Gauge Sender: Description and Operation Fuel Level Sensor The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the class 2 circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 2820 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 5739 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 9393 Seat Back: Service and Repair Seat Back Bolster Cover and Pad - Split Folding Seat Back Bolster Cover and Pad - Split Folding Removal Procedure 1. Remove the rear seat back bolster. 2. Pull the rear seat back bolster cover over the U-bracket. 3. Remove the rear seat back bolster cover from the pad by pulling down and off the pad. Installation Procedure 1. Position the rear seat back bolster cover onto the pad. 2. Install the rear seat back bolster cover to the pad by pulling up and over the U-bracket. 3. Install the rear seat back bolster. Seat Back Center Pivot Replacement - Rear Folding Seat Back Center Pivot Replacement - Rear Folding Removal Procedure Air Outlet Replacement - Defroster Air Register: Service and Repair Air Outlet Replacement - Defroster REMOVAL PROCEDURE 1. Remove the IP carrier. 2. Remove the daytime running lights (DRL) sensor from the defroster duct by turning 1/4 of a turn. 3. Remove the two push on retainers holding the defroster duct to the HVAC module assembly. 4. Remove the defroster air outlet duct retainers from the air distribution duct. 5. Remove the defroster air outlet duct. INSTALLATION PROCEDURE 1. Align the defroster air outlet duct to the air distribution duct and the HVAC module. 2. Install the retainers on the defroster air outlet duct to the air distribution duct. 3. Install the two push on retainers holding the defroster duct to the HVAC module assembly. 4. Install the DRL sensor to the defroster duct. Turn 1/4 turn to lock in position. 5. Install the IP carrier. Page 10912 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Specifications Fluid Pressure Sensor/Switch: Specifications TFP Switch, Valve Body, Channel Plate-M6 x 1.0 x 51.0 (Qty 3) ........................................................ ......................................................................................................................................... 12 Nm (106 inch lbs.) TFP Switch, Valve Body, Channel Plate-M6 x 1.0 x 63.0 (Qty 1) ........................................ ......................................................................................................................................................... 12 Nm (106 inch lbs.) TFP Switch, Valve Body, Channel Plate to Case-M6 x 1.0 x 90.0 (Qty 2) ............ .............................................................................................................................................................. ....................... 12 Nm (106 inch lbs.) Pressure Switch Assembly Bolts ......................................................................................................................................................... 12 Nm (106 inch lbs.) Page 10546 Turn Signal/Multifunction Switch C2 Page 270 20. With the Tech 2(R), select Program. 21. After the download is complete, exit Service Programming. 22. Turn OFF the Off-Board Programming Adapter. Page 5038 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 2327 Electrical Symbols Part 2 Page 720 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 7994 Inflatable Restraint Sensing And Diagnostic Module: Description and Operation INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE (SDM) The SDM is a microprocessor and the control center for the SIR system. In the event of a collision, the SDM performs calculations using the signals received from the internal sensors and compares the results of the calculations to values stored in memory. When these calculations exceed the stored value, the SDM will cause current to flow through the appropriate deployment loops to deploy the air bags. The SDM records the SIR system status when a deployment occurs and turns the AIR BAG indicator ON. The SDM performs continuous diagnostic monitoring of the SIR system electrical components and circuitry when the ignition is turned ON. If the SDM detects a malfunction, a DTC will be stored and the SDM will command the AIR BAG indicator ON. In the event that Ignition 1 voltage is lost during a collision, the SDM maintains a 23-Volt Loop Reserve (23 VLR) for deployment of the air bags. It is important to note, when disabling the SIR system for servicing or rescue operations to allow the 23 VLR to dissipate, which could take up to one minute. Page 8642 9. Install the instrument panel closeout/insulator panel screws. Tighten Tighten the screws to 2 N.m (18 lb in). Parts Information Parts are available from any local auto parts store. The phone number for 3M(R) is 1-800-364-3577. Warranty Information For vehicles repaired under warranty, use the table shown. DISCLAIMER Page 641 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 3627 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Body - Water Leaks to Interior/Trunk Sunroof / Moonroof Weatherstrip: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 5447 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the TCC solenoid retainer clip (304), the TCC solenoid (335), with two O-rings (337, 338), and screen, the TCC regulated apply valve (339) and the spring (340). Installation Procedure 1. Install the spring (340), the TCC regulated apply valve (339), the TCC solenoid (335) with two O-rings (337 and 338) and screen, and the TCC solenoid retainer clip (304). 2. Install the transmission side cover. Page 762 Camshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 4362 1. Place the shift shaft in the N (Neutral) position. 2. Align the flats of the shift shaft to the flats in the park/neutral switch. Notice: Refer to Fastener Notice in Service Precaution. 3. Install the park/neutral position switch mounting bolts. - Tighten - Tighten the bolts to 24 Nm (18 ft. lbs.). 4. Connect the switch electrical connector. Important: Ensure that the engine will only start in P (Park) or N (Neutral). Readjust the switch if the engine will start in any other position. Page 10280 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 4317 Throttle Position Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the air intake duct. 3. Disconnect the TP sensor electrical connector. 4. Remove the 2 TP sensor fasteners. Page 1449 Diagnostic Aids The drive belt(s) will not cause the whine noise. If the whine noise is intermittent, verify the accessory drive components by varying their loads making sure they are operated to their maximum capacity. Such items but not limited to may be an A/C system overcharged, the power steering system restricted or the wrong fluid, or the generator failing. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 3. This test is to verify that the noise is being caused by the drive belt(s) or the accessory drive components. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. The inspection should include checking the drive belt tensioner and the drive belt idler pulley bearings. The drive belt(s) may have to be installed and the accessory drive components operated separately by varying their loads. Refer to the suspected accessory drive component for the proper inspection and replacement procedure. Page 6291 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 8833 Front Door Window Glass Weatherstrip: Service and Repair Front Side Door Window Belt Outer Sealing Strip Replacement Sealing Strip Replacement - Front Door Window Belt Outer Removal Procedure 1. Remove the front door outer belt sealing strip screw (1) from the front door outer belt sealing strip (2). 2. Pull up on the rear of the front door outer belt sealing strip in order to release the strip from the retaining clips. 3. Slide the front door outer belt sealing strip (2) rearward to remove it from under the mirror. 4. Remove the front door outer belt sealing strip from the door. Installation Procedure 1. Position the front door outer belt sealing strip (2) to the door. 2. Slide the front of the sealing strip under the mirror. 3. Align the front door outer belt sealing strip clips to the slots in the door. Push down until an audible snap is heard at each retaining clip in order to engage the front door outer sealing strip (2) to the front door. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the front door outer belt sealing strip screw (1) to the front door outer belt sealing strip (2). Tighten the front door outer belt sealing strip screw to 1 N.m (9 lb in). Page 8803 1. Position the front door hinge to the alignment marks on the hinge pillar. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the front door hinge pillar bolts. Tighten the bolts to 28 N.m (21 lb ft). 3. Position the front door hinge to the alignment marks on the front door. 4. Install the front door hinge bolts (2). Tighten the bolts to 28 N.m (21 lb ft). 5. Position the door to the vehicle with an assistant. 6. Install the front door hinge intermediate bolts (1). Tighten the bolts to 25 N.m (18 lb ft). 7. Install the front door check link bolt. Tighten the bolt to 9 N.m (80 lb in). 8. Connect the front door electrical connector at the front door pillar. 9. Connect the front door rubber conduit to the front door pillar. 10. Close the front door. Page 6223 Page 4833 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Ignition Control Module C1 Ignition Control Module (ICM) C1 Page 1435 Drive Belt: Technical Service Bulletins Engine - Serpentine Drive Belt Wear Information Bulletin No.: 04-06-01-013 Date: April 29, 2004 INFORMATION Subject: Information on Serpentine Belt Wear Models: 2004 and Prior Passenger Cars and Trucks 2003-2004 and Prior HUMMER H2 All current GM vehicles designed and manufactured in North America were assembled with serpentine belts that are made with an EPDM material and should last the life of the vehicle. It is extremely rare to observe any cracks in EPDM belts and it is not expected that they will require maintenance before 10 years or 240,000 km (150,000 mi) of use. Older style belts, which were manufactured with a chloroprene compound, may exhibit cracks depending on age. However, the onset of cracking typically signals that the belt is only about halfway through its usable life. A good rule of thumb for chloroprene-based belts is that if cracks are observed 3 mm (1/8 in) apart, ALL AROUND THE BELT, the belt may be reaching the end of its serviceable life and should be considered a candidate for changing. Small cracks spaced at greater intervals should not be considered as indicative that the belt needs changing. Any belt that exhibits chunking should be replaced. Disclaimer Page 9825 Various symbols are used in order to describe different service operations. Page 10117 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 2811 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 6750 Alternator: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 9342 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 4105 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 9907 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 3370 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 179 Electrical Symbols Part 4 Page 4069 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 10895 Electrical Symbols Part 1 Page 10126 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 5110 Knock Sensor: Description and Operation PURPOSE The knock sensor (KS) system enables the Powertrain Control Module (PCM) to control the ignition timing advance for the best possible performance while protecting the engine from potentially damaging levels of detonation. The sensors in the KS system are used by the PCM as microphones to listen for abnormal engine noise that may indicate pre-ignition/detonation. SENSOR DESCRIPTION There are 2 types of KS currently being used: ^ The broadband single wire sensor ^ The flat response two wire sensor Both sensors use piezo-electric crystal technology to produce and send signals to the PCM. The amplitude and frequency of this signal will vary constantly depending on the vibration level within the engine. Flat response and broadband KS signals are processed differently by the PCM. The major differences are outlined below: ^ All broadband sensors use a single wire circuit. Some types of controllers will output a bias voltage on the KS signal wire. The bias voltage creates a voltage drop the PCM monitors and uses to help diagnose KS faults. The KS noise signal rides along this bias voltage, and due to the constantly fluctuating frequency and amplitude of the signal, will always be outside the bias voltage parameters. Another way to use the KS signals is for the PCM to learn the average normal noise output from the KS. The PCM uses this noise channel, and KS signal that rides along the noise channel, in much the same way as the bias voltage type does. Both systems will constantly monitor the KS system for a signal that is not present or falls within the noise channel. ^ The flat response KS uses a two-wire circuit. The KS signal rides within a noise channel which is learned and output by the PCM. This noise channel is based upon the normal noise input from the KS and is known as background noise. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the KS signal, keeping the signal within the channel. If there is knock, the signal will range outside the noise channel and the PCM will reduce spark advance until the knock is reduced. These sensors are monitored in much the same way as the broadband sensors, except that an abnormal signal will stay outside of the noise channel or will not be present. KS diagnostics can be calibrated to detect faults with the KS diagnostic inside the PCM, the KS wiring, the sensor output, or constant knocking from an outside influence such as a loose or damaged component. In order to determine which cylinders are knocking, the PCM uses KS signal information when the cylinders are near Top Dead Center (TDC) of the firing stroke. Page 8590 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 2217 Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that the mandrel is snug to the crankshaft hub. Refer to the above illustration. Different types (styles) of rear main seals were used in production in different model years, engines and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing may have a different appearance or shape than the one removed. Regardless of what type of seal was removed and what side was facing outside the engine, the new seal must be installed as described. Upon close inspection of the outer lip on the new seal, the words this side out" will be seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is mounted on in the package was designed so that the seal can only be installed in the proper direction when using the installation tool described in the following steps. Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an error proof, seal will fit only one way onto the mandrel. Refer to the above illustration. Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Page 4539 Mass Air Flow (MAF) Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 9589 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 5226 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 482 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Locations Modular Fuel Sender And Fuel Tank Pressure Sensor Page 3072 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 9199 Sunroof / Moonroof Module: Service and Repair Power Sunroof Module Replacement REMOVAL PROCEDURE 1. Close the sunroof. 2. Remove the sunroof sunshade. 3. Remove the headliner. 4. Disconnect the sunroof module electrical connector from the sunroof module. 5. Disconnect the front and rear sunroof module drain hoses from the sunroof module. 6. With help from an assistant, support the sunroof module before removing the bolts. 7. Remove the sunroof module bolts from the sunroof module. 8. Remove the sunroof module from the vehicle through the door opening with an assistant. INSTALLATION PROCEDURE Page 4608 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4135 1. Install the fuel level sensor (1) by sliding the fuel level sensor down the slots on the lower housing. 2. Slide the upper reservoir into the lower reservoir (2) making sure the tabs lock. 3. Connect the 2 wires into the connector and lock the connector with the retaining clip. 4. Connect the fuel pump and fuel level sensor electrical connector and lock the connector with the retaining clip. 5. Install the fuel sender assembly. Page 8022 Disclaimer Page 3838 Manifold Absolute Pressure (MAP) Sensor Page 8871 For vehicles repaired under warranty, use the table. Disclaimer Page 1996 Fuel Pressure Release: Service and Repair Fuel System Pressure Relief TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gauge Fitting CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery terminal. IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt. 2. Install the J 34730-262 adaptor to the fuel pressure connection. 3. Connect the J 34730-1 A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Page 10284 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3020 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 10225 the bottom of the outlet rearward to release the top. 3. Remove the two 7 mm hex head screws attaching the IP cluster trim panel to the IP. 4. Remove the trim plate from the IP by pulling up and out to release the lower retainers. 5. Disconnect the trip reset switch electrical connector. 6. Remove the four 7 mm hex head screws attaching the instrument cluster to the IP. 7. Remove the instrument cluster from the opening and reposition as necessary. It is not necessary to disconnect the electrical connector. 8. Through the instrument cluster opening in the IP, remove one of the three 7 mm hex head screws that attach the hazard warning switch to the IP. 9. Through the center air outlet opening in the IP, remove the remaining two 7 mm hex head screws that attach the hazard warning switch to the IP. 10. Remove the hazard warning switch through the center air outlet opening. Page 7642 4. Remove the actuator linkage from the mode door. Squeeze the tabs on the lever in order to remove the linkage. INSTALLATION PROCEDURE 1. Install the actuator linkage to the mode door. 2. Slide the mode actuator onto the mounting bracket until the tab locks. Page 3010 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 4687 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 10205 Fog Lamp Switch Page 8289 3. Apply Glass Adhesion Promoter, P/N 12378555 (in Canada, use P/N 88901239), to the glass in the area where you will install the antenna coupling. Follow the Glass Adhesion Promoter instructions on the product label. Important: ^ Align the outer antenna coupling with the inner coupling. ^ Do not touch the adhesive backing on the antenna coupling. 4. Remove the protective film from the adhesive backing on the outer antenna coupling. 5. Align the outer antenna coupling to the inner antenna coupling. 6. Press firmly on all 4 corners and on the center of the outer antenna coupling (5) in order to ensure proper adhesion to the glass (4). Hold pressure on the outer coupling (5) for 10 to 30 seconds. 7. Ensure that no gaps occur between the couplings (5, 2) and the glass (4). 8. Keep the vehicle dry. Allow 6 to 8 hours, at 15°C (60°F), for the adhesive to cure after installation. Disclaimer Page 7923 Refrigerant Pressure Sensor / Switch: Service and Repair AIR CONDITIONING (A/C) REFRIGERANT PRESSURE SENSOR REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Disconnect the refrigerant pressure sensor electrical connector. 2. Remove the refrigerant pressure sensor from the fitting. 3. Remove and discard the O-ring. INSTALLATION PROCEDURE Page 676 For vehicles repaired under the terms of this special policy, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special policy condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12 for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs for the special policy condition are to be submitted prior to or by January 31, 2006 for 1999-2000 vehicles and May 31, 2007 for 2001-2002 vehicles. Repairs must have occurred within 10 years of the date the vehicle was originally placed in service, or 150,000 km (240,000 km), whichever occurs first. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductible), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Disclaimer Service Procedure The following procedure provides instructions for replacing the hazard warning switch located in the instrument panel (I/P). For additional information, refer to the Lighting subsection in the Body and Accessories section of the appropriate Service Manual or SI. Malibu 1. Remove the cover from the left side instrument panel (I/P) wiring harness junction block access panel. Page 6596 10. Disconnect the EBCM harness connector (2) from the EBCM (1). 11. Remove the BPMV retaining nut (2). 12. Remove the (EBCM)/BPMV assembly (3) from the vehicle. 13. Remove the 2 bolts (1) attaching the BPMV bracket (2) to the frame. 14. Remove the BPMV bracket (2) from the vehicle. Installation Procedure 1. Install the BPMV bracket (2) to the vehicle. Notice: Refer to Fastener Notice in Service Precautions. Page 10540 11. Disconnect the hazard warning switch electrical connector. 12. Using a small flat-blade screwdriver, carefully release the two retaining features on the mounting bracket and remove the hazard warning switch from the bracket. 13. Install the mounting bracket on the new hazard warning switch. 14. Connect the electrical connector to the new hazard warning switch and insert it through the center air outlet opening in the IP. 15. Position the switch and mounting bracket to the IP and install the two attaching screws through the center air outlet opening. Tighten Tighten to 3 N.m (27 lb in). 16. Through the instrument cluster opening in the IP, install the remaining hazard warning switch attaching screw. Tighten Tighten to 3 N.m (27 lb in). 17. Install the cluster in the IP. Install the four screws. Tighten Tighten to 2 N.m (18 lb in). 18. Connect the electrical connector to the trip reset switch. 19. Install the IP cluster trim panel to the IP and install the two screws. Tighten Tighten to 2 N.m (18 lb in). 20. Install the center air outlet in the IP. 21. Install the bezel on the hazard warning switch. 22. Verify hazard warning switch operation. Grand Am 1. Apply the parking brake. 2. Using a small flat-blade screwdriver, carefully remove the ignition switch bezel. Page 3337 Crankshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 639 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 872 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 11009 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 9804 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 9514 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 3096 Electrical Symbols Part 1 Page 8627 Note: The vehicles shown must not be towed backwards or transmission damage may occur. Towing Procedure Note: Failure to follow these instructions may result in damage to the transmission. Important: The towing speed as stated in the Owner's Manual should not exceed 104 km/h (65 mph) for 1995-2005 vehicles. In order to properly dinghy tow the vehicle, follow these steps: 1. Firmly set the parking brake. 2. Open the fuse panel and pull the fuse(s) indicated in the Owner's Manual section detailing towing your vehicle. This prevents the instrument panel (IP) and/or electronic PRNDL indicator from draining the battery. 3. Securely attach the vehicle to the tow vehicle. 4. Turn the ignition key to the OFF position, which is one position forward of LOCK. Unlocking the steering column allows for proper movement of the front wheels and tires during towing. For 1997-1999 Cutlass, 1997-2003 Malibu, 2004-2006 Chevrolet Classic and 1999-2004 Alero/Grand Am models, turn the ignition switch to the accessory (ACC) position, which is one position forward of OFF. This position unlocks the transaxle. 5. Shift the transmission to Neutral (N). Note: Page 1499 5. Observe the fuel pressure gage with the fuel pump commanded ON. ^ If the fuel pressure IS between 345-414 kPa (50-60 psi), fuel system pressure is not the cause. Refer to the appropriate SI Document for additional diagnostic information. ^ If the fuel pressure IS LESS THEN 345-414 kPa (50-60 psi), continue with the next step. 6. Remove the fuel pump module. Refer to Fuel Pump Module Replacement in SI. Use the appropriate SI Document depending on model and year. 7. Flush the fuel tank with hot water. 8. Pour the water out of the fuel sender assembly opening in the fuel tank. Rock the fuel tank in order to be sure that the removal of the water from the fuel tank is complete. 9. Allow the tank to dry completely before reassembly. Refer to Fuel System Cleaning for additional information. Caution: The pot of the sending unit may have fuel in it. Use caution not to spill fuel on yourself while servicing the strainer. Note: Use care not to damage the fuel module pot when removing the old strainer. Damage to the pot may make it difficult or impossible to install the new strainer and/or make the module inoperative. 10. Insert the tip of a small screw driver between the strainer and the pot and push the screwdriver up slowly while rotating the screwdriver to pop off the strainer. Page 2283 An oil leak may result if the vertical bolts are not tightened before the diagonal bolts. Diagonal bolts may require a crows foot to tighten. Tighten 1. Tighten the vertical lower intake manifold bolts (1) to 7 N.m (62 lb in). 2. Tighten the diagonal lower intake manifold bolts (2) to 7 N.m (62 lb in). 3. Tighten the vertical lower intake manifold bolts (1)to 13 N.m (115 lb in). 4. Tighten the diagonal lower intake manifold bolts (2) to 25 N.m (18 lb ft). Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6868 8. Disconnect the electrical cable retainers at the rear of the electrical center. 9. Release the box retainer next to the electrical cables. 10. Turn the electrical center upside down and open the lower cover. 11. Disconnect the Instrument Panel (IP) wiring harness individual connectors from the junction block. Page 3255 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: Customer Interest Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Diagram Information and Instructions Headlamp Switch: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 3124 Conversion - English/Metric Page 445 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 3849 Engine Oil Level Switch Page 3751 Fuel Level Sensor: Description and Operation Fuel Level Sensor The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the class 2 circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Locations Locations View Page 2205 Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that the mandrel is snug to the crankshaft hub. Refer to the above illustration. Different types (styles) of rear main seals were used in production in different model years, engines and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing may have a different appearance or shape than the one removed. Regardless of what type of seal was removed and what side was facing outside the engine, the new seal must be installed as described. Upon close inspection of the outer lip on the new seal, the words this side out" will be seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is mounted on in the package was designed so that the seal can only be installed in the proper direction when using the installation tool described in the following steps. Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an error proof, seal will fit only one way onto the mandrel. Refer to the above illustration. Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Page 1538 7. Install the New seal washer to the condenser end of the compressor hose. 8. Install the compressor hose and nut to the condenser. Tighten Tighten the nut to 25 N.m (18 lb ft). 9. Install the compressor hose bracket and bolt to the fan shroud. Tighten Tighten the bolt to 10 N.m (89 lb in). 10. Install the refrigerant pressure sensor O-ring to the new hose. Install the refrigerant pressure sensor to the new hose. 11. Evacuate and charge the Refrigerant system. Refer to Refrigerant Recovery and Recharging. 12. Leak test the fittings of the component using the J 39400-A. Page 6421 2. Ensure that all the mating surfaces of the rotor and the hub are clean using the J 42450-A, Wheel Hub Cleaning Kit, to clean around the wheel studs. Use the J 41013, Wheel Hub Resurfacing Kit, to clean the mating surface of the rotor and bearing hub. Mount the new or refinished rotor onto the vehicle hub and secure using Conical Retaining Washers, J 45101-100 and the existing wheel nuts. Do not install the calipers and the wheels at this time. Tighten Tighten the wheel nuts in a star pattern to 140 N.m (100 lb ft) using J 39544, Torque Socket or equivalent. 3. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor outboard friction surface approximately 12.7 mm (0.5 in) from the rotor's outer edge. 4. Rotate the rotor and measure the total lateral run-out. 5. Based on the measurement taken in the previous step, proceed as indicated below: ^ Lateral run-out LESS than or equal to .040 mm (.0015 in), remove wheel nuts and conical washers and then proceed to Step 11. ^ Lateral run-out GREATER than .040 mm (.0015 in), proceed to the next step. 6. Following procedure below, determine the correct "Brake Align(R)" Correction Plate" that will be required to bring lateral run-out within the specification: 6.1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is indicated and set the dial indicator to zero. Page 7721 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 3177 Transmission Position Switch/Sensor: Specifications Park/Neutral Position Switch to Case ....................................................................................................................................................... 24 Nm (18 ft. lbs.) Page 6136 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 2762 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 232 Electrical Symbols Part 4 Page 4557 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 519 Fuel Gauge Sender: Specifications Fuel Level Specifications The values in the table are approximate values based on information obtained from properly operating vehicles. Actual results may vary slightly. Specifications Transmission Speed Sensor: Specifications Speed Sensor Housing to Case .............................................................................................................................................................. 11 Nm (97 inch lbs.) Sensor, Input Speed-M6 x 1.0 x 15.0 (Qty 1) ..................................................................................................................................... 12 Nm (106 inch lbs.) Sensor, Output Speed (Stud)-M6 x 1.0 x 15.0 (Qty 1) ........................................................................................................................ 12 Nm (106 inch lbs.) Page 5140 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 8747 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 2436 Spark Plug: Application and ID Spark Plug ........................................................................................................................................... ........................................................ AC Type 41-940 Page 5237 Conversion - English/Metric Page 10795 Heated Glass Element: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 1261 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 9152 Memory Positioning Systems: Description and Operation Driver Personalization Personal Choice Radio Controls With this feature the vehicle will recall the latest radio settings as adjusted the last time the vehicle was operated. Perform the following steps in order to Personalize the Personal Choice Radio Controls feature: 1. Press the Unlock button on key fob 1. 2. Turn the ignition to Run. 3. Select and Set all of the following settings: ^ AM/FM presets ^ Last tuned station ^ Volume ^ Tone ^ Audio source; Radio, Cassette or CD 4. Turn ignition Off. Repeat this procedure using key fob 2 to program the desired settings for driver 2. Additional Information For more information about the personalization feature, refer to the following description and operation: Refer to Radio/Audio System Description and Operation in Radio, Stereo, and Compact Disc for more information about the Personal Choice Radio Controls feature. Page 8742 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 3171 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 616 Hazard Warning Switch: Diagrams Hazard Switch Part 1 Hazard Switch Part 2 Page 3873 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 9594 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2722 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 4204 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 6719 Jump Starting: Service and Repair JUMP STARTING IN CASE OF EMERGENCY CAUTION: Batteries produce explosive gases. Batteries contain corrosive acid. Batteries supply levels of electrical current high enough to cause burns. Therefore, in order to reduce the risk of personal injury while working near a battery, observe the following guidelines: ^ Always shield your eyes. ^ Avoid leaning over the battery whenever possible. ^ Do not expose the battery to open flames or sparks. ^ Do not allow battery acid to contact the eyes or the skin. Flush any contacted areas with water immediately and thoroughly. - Get medical help. NOTE: This vehicle has a 12 volt, negative ground electrical system. Make sure the vehicle or equipment being used to jump start the engine is also 12 volt, negative ground. Use of any other type of system will damage the vehicle's electrical components. 1. Position the vehicle with the booster battery so that the jumper cables will reach. ^ Do not let the two vehicles touch. ^ Make sure that the jumper cables do not have loose ends, or missing insulation. 2. Place an automatic transmission in PARK. If equipped with a manual transmission, place in NEUTRAL and block the wheels. 3. Turn off all electrical loads on both vehicles that are not needed. 4. Turn OFF the ignition on both vehicles. 5. Connect the red positive (+) cable to the remote positive (+) terminal of the vehicle with the discharged battery. 6. Connect the red positive (+) cable to the positive (+) terminal of the booster battery. Use a remote positive (+) terminal if the vehicle has one. 7. Connect the black negative (-) cable to the negative (-) terminal of the booster battery. CAUTION: Do not connect a jumper cable directly to the negative terminal of a discharged battery to prevent sparking and possible explosion of battery gases. Page 5677 Fluid Line/Hose: Service and Repair Oil Cooler Pipe Seals Replacement Oil Cooler Pipe Seals Replacement - Tools Required J 41239-10 Cooler Pipe Seal Remover - J 41239-1 Cooler Pipe Seal Installer Removal Procedure 1. Raise the vehicle. Support the vehicle. Refer to Vehicle Lifting. 2. Remove the transmission oil cooler pipes from the transmission. 3. Remove the cooler pipe bracket stud. 4. Remove the oil cooler line bracket stud. Installation Procedure 1. Install the J 41239-1 on the transmission case using cooler pipe bracket stud hole. 2. Press the new seals in. Tighten the J 41239-1 until the seal bottoms out in the case bore. Page 102 4. Connect the EBCM harness connector (2) to the EBCM (1). 5. Push down the harness connector lock tab (1) and then move the sliding connector cover back in the home position to lock. 6. Push the CPA (2) back into place. 7. Install the left engine splash shield. 8. Lower the vehicle. Refer to Vehicle Lifting. 9. Perform the Diagnostic System Check ABS. Page 6667 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 548 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 611 11. Disconnect the hazard warning switch electrical connector. 12. Using a small flat-blade screwdriver, carefully release the two retaining features on the mounting bracket and remove the hazard warning switch from the bracket. 13. Install the mounting bracket on the new hazard warning switch. 14. Connect the electrical connector to the new hazard warning switch and insert it through the center air outlet opening in the IP. 15. Position the switch and mounting bracket to the IP and install the two attaching screws through the center air outlet opening. Tighten Tighten to 3 N.m (27 lb in). 16. Through the instrument cluster opening in the IP, install the remaining hazard warning switch attaching screw. Tighten Tighten to 3 N.m (27 lb in). 17. Install the cluster in the IP. Install the four screws. Tighten Tighten to 2 N.m (18 lb in). 18. Connect the electrical connector to the trip reset switch. 19. Install the IP cluster trim panel to the IP and install the two screws. Tighten Tighten to 2 N.m (18 lb in). 20. Install the center air outlet in the IP. 21. Install the bezel on the hazard warning switch. 22. Verify hazard warning switch operation. Grand Am 1. Apply the parking brake. 2. Using a small flat-blade screwdriver, carefully remove the ignition switch bezel. Page 3427 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve to bleed fuel system pressure. 2. Place a shop towel under the fuel pressure gage adaptor fitting to catch any remaining fuel spillage. 3. Remove the J 34730-1A from the adaptor fitting. 4. Remove the J 34730-262. 5. Drain any fuel remaining in the fuel pressure gage into an approved container. 6. Install the cap on the fuel pressure connection. Page 6753 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 10300 Electrical Symbols Part 4 Page 3018 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 9682 Electrical Symbols Part 2 Page 10162 Electrical Symbols Part 1 Page 2556 Conversion - English/Metric Page 9247 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 4913 Conversion - English/Metric Page 2713 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 10859 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 2874 Various symbols are used in order to describe different service operations. Page 2584 Electrical Symbols Part 1 Page 5005 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 3925 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3083 Conversion - English/Metric Page 2388 Steps 1-6 Page 9283 1. Install the express module to the sunroof module by sliding the express module (8) towards the left side of the vehicle. 2. Install the nylon tie straps to the express module (8). 3. Connect the wire harness connectors to both ends of the express module (8). 4. Install the headliner, as necessary. 5. Check for proper operation of the sunroof. Page 10846 Electrical Symbols Part 3 Page 9866 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Service and Repair Trunk / Liftgate Striker: Service and Repair Lock Striker Replacement - Rear Compartment Lid Removal Procedure 1. Remove the rear bumper Fascia. 2. Remove the rear compartment sill trim plate. 3. Remove the rear compartment lid lock striker nuts (1) from the striker. 4. Remove the rear compartment lid lock striker from the vehicle. Installation Procedure 1. Install the rear compartment lid lock striker to the vehicle. 2. Install the rear compartment lid lock striker nuts (1) to the lock striker. Hand tighten the rear compartment lid lock striker nuts. 3. Adjust the rear compartment lid alignment and closing effort as necessary. Notice: Refer to Fastener Notice in Service Precautions. 4. Tighten the rear compartment lid lock striker nuts. Tighten the nuts to 7 N.m (62 lb in). 5. Install the rear bumper fascia. 6. Install the rear compartment sill trim plate. 7. Close the rear compartment. Page 5650 All 2006 and future model transmissions that use DEXRON(R)-VI are to be serviced ONLY with DEXRON(R)-VI fluid. DEXRON(R)-VI is an improvement over DEXRON(R)-III in the following areas: * These ATF change intervals remain the same as DEXRON(R)-III for the time being. 2006-2008 Transmission Fill and Cooler Flushing Some new applications of the 6L80 six speed transmission will require the use of the J 45096 Flushing and Flow Tester to accomplish transmission fluid fill. The clean oil reservoir of the machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI. Parts Information Disclaimer A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 4303 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Specifications Differential Fluid - A/T: Specifications "Information not supplied by the manufacturer" Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Coolant: Technical Service Bulletins Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Bulletin No.: 05-06-02-002B Date: January 18, 2008 INFORMATION Subject: DEX-COOL(R) Coolant - New Leak Detection Dye J 46366 - Replaces J 29545-6 Models: 1996-2008 GM Passenger Cars and Light/Medium Duty Trucks* (including Saturn) 1997-2008 Isuzu T-Series Medium Duty Tilt Cab Models Built in Janesville and Flint 1999-2008 Isuzu N-Series Medium Duty Commercial Models with 5.7L or 6.0L Gas Engine 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X *EXCLUDING 2006 and Prior Chevrolet Aveo, Epica, Optra, Vivant and Pontiac Matiz, Wave Supercede: This bulletin is being revised to include additional model years. Please discard Corporate Bulletin Number 05-06-02-002A (Section 06 - Engine/Propulsion System). Leak detection dye P/N 12378563 (J 29545-6) (in Canada P/N 88900915) may cause DEX-COOL(R) coolant to appear green in a black vessel making it appear to be conventional (green) coolant. This may cause a technician to add conventional coolant to a low DEX-COOL(R) system thus contaminating it. The green DEX-COOL(R) appearance is caused by the color of the leak detection dye which alters the color of the DEX-COOL(R) coolant. A new leak detection dye P/N 89022219 (J 46366) (in Canada P/N 89022220) has been released that does not alter the appearance of the DEX-COOL(R) coolant. When adding the new leak detection dye the color of the DEX-COOL(R) coolant will not change. For detecting leaks on any system that uses DEX-COOL(R) leak detection dye P/N 89022219 (in Canada P/N 89022220) should be used. The new leak detection dye can be used with both conventional and DEX-COOL(R) coolant. Disclaimer Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Page 9300 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 3686 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (7X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Remove the right tire and wheel. 4. Turn steering wheel fully to the left. 5. Disconnect the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from engine. 8. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install the sensor to the block. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor attaching bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the sensor electrical connector. 5. Install the right tire and wheel. Page 5153 Various symbols are used in order to describe different service operations. Page 2593 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 1212 Conversion - English/Metric Page 1589 stand clear when removing the fluid level screw. Have a container ready to capture any lost fluid. WARNING: Do not turn the engine off with the fluid level screw removed as you can be injured by hot transaxle fluid being expelled out of the fluid check hole. 1. Let vehicle idle for three to five minutes with accessories off. 2. Apply brake 3. Move shift lever through all gear ranges, pausing three seconds in each range. 4. Place shift lever in Park. Important: Vehicle must be kept level on the hoist. 5. Raise vehicle on hoist. 6. Place oil container under fluid level screw. 7. Remove the fluid level screw with the engine running at idle. 8. Fluid level should be at the bottom of the fluid check hole. Because the transaxle operates correctly over a range of fluid levels, fluid may or may not drain out of the fluid check hole when the fluid level screw is removed. If fluid drains through the fluid check hole, this transaxle may have been overfilled. When fluid stops draining, the fluid level is correct and the fluid level screw may be installed. If fluid does not drain through the fluid check hole, the transaxle fluid level may be low. Proceed to ADDING TRANSAXLE FLUID. 9. Install fluid level screw. Tighten 12 N.m (106 lb in) 10. Lower vehicle. 11. Shut off engine. Adding Transaxle Fluid: With the engine running, add fluid at the vent cap location in half liter (1 pint) increments until fluid drains through the fluid check hole. Allow the fluid to finish draining through the fluid check hole. 1. Install fluid level screw. Tighten 12 N.m (106 lb in) 2. Lower vehicle. Page 3631 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 2614 Temperature Gauge: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Testing and Inspection. Page 1701 Malfunction Indicator Lamp: Testing and Inspection Malfunction Indicator Lamp (MIL) Inoperative CIRCUIT DESCRIPTION There should be a steady malfunction indicator lamp (MIL) with the ignition ON and the engine OFF. Ignition feed voltage is supplied directly to the MIL. The powertrain control module (PCM) turns the MIL ON by grounding the MIL control circuit. No MIL with the key ON, engine not running suggests an open in the battery positive and ignition positive voltage feed fuses and circuits. MIL OPERATION The MIL is located on the instrument panel and is displayed as CHECK ENGINE lamp. MIL FUNCTION ^ The MIL informs the driver that a malfunction has occurred and the vehicle should be taken in for service as soon as possible. ^ The MIL illuminates during a bulb test and a system test. ^ A DTC will be stored if a MIL is requested by the diagnostic. MIL ILLUMINATION ^ The MIL will illuminate with ignition ON and the engine not running. ^ The MIL will turn OFF when the engine is started. ^ The MIL will remain ON if the self-diagnostic system has detected a malfunction. ^ The MIL may turn OFF if the malfunction is not present. ^ If the MIL is illuminated and then the engine stalls, the MIL will remain illuminated so long as the ignition switch is ON. ^ If the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition switch is cycled OFF, then ON. DIAGNOSTIC SYSTEM CHECK-COMPUTERS AND CONTROLS SYSTEMS Perform the Computers and Controls Systems Diagnostic System Check, when the following conditions are present: ^ The MIL does not turn ON when the ignition switch is turned to the RUN position. See above for MIL Operation. ^ The MIL remains ON while the engine is running ^ The MIL is flashing while the engine is running ^ A driveability symptom is determined. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Initial Inspection and Diagnostic Overview DIAGNOSTIC AIDS Inspect for the following conditions: ^ If the engine runs OK, inspect for a malfunctioning MIL, an open in the MIL control circuit, or an open in the instrument panel cluster (IPC) ignition feed. ^ If the engine cranks but will not run, inspect for an open PCM ignition or battery feed or a faulty PCM to engine ground. ^ PCM and engine grounds for clean and secure connections. TEST Page 6170 Page 7972 Impact Sensor: Service and Repair INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE REPLACEMENT CAUTION: ^ Be careful when you handle a Sensing And Diagnostic Module (SDM). Do not strike or jolt the SDM. Before applying power to the SDM: ^ Remove any dirt, grease, etc. from the mounting surface ^ Position the SDM horizontally on the mounting surface ^ Point the arrow on the SDM toward the front of the vehicle ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. ^ If any water enters the vehicle's interior up to the level of the carpet or higher and soaks the carpet, the Sensing And Diagnostic Module (SDM) and the SDM harness connector may need to be replaced. The SDM could be activated when powered, which could cause deployment of the air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must be disabled. Refer to Disabling the SIR System. With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant soaking or evidence of significant soaking is detected, you must perform the following tasks: 1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4. Replace the SDM. Failure to follow these tasks could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Removal Procedure 1. Disable the SIR system. Refer to Air Bag(s) Arming and Disarming. 2. Remove the front passenger seat. 3. Remove the passenger front carpet retainer. 4. Fold back the carpet in order to access the inflatable restraint Sensing and Diagnostic Module (SDM). 5. Remove the Connector Position Assurance (CPA) (2) from the inflatable restraint Sensing and Diagnostic Module (SDM) harness connector (3). 6. Disconnect the SDM harness connector (3) from the SDM (5). 7. Remove the SDM mounting fasteners (1). 8. Remove the SDM (5) from the vehicle. Installation Procedure Page 3886 Oxygen Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 8010 Child Seat Tether Attachment: Service and Repair CHILD RESTRAINT TETHER ANCHOR REPLACEMENT REMOVAL PROCEDURE IMPORTANT: Replace the anchor bracket if the anchor bracket is damaged. 1. With a flat-bladed tool pry in a upward motion to remove the tether bezel. 2. Remove the tether anchor bolt. 3. Remove the tether anchor bracket from the rear self. INSTALLATION PROCEDURE 1. Install the tether anchor bracket to the rear self. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the tether anchor bolt. Tighten Tighten the tether anchor bolt to 20 N.m (15 lb ft). 3. Install the tether bezel to the rear self. Page 6859 Fuse Block Right IP, C2 Diagrams Page 3008 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 5809 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 5166 Electrical Symbols Part 4 Page 6814 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 1593 Step 10 Page 2044 Diagnostic Aids A loose or improper installation of a body component, a suspension component, or other items of the vehicle may cause the squeal noise. If the noise is intermittent, verify the accessory drive components by varying their loads making sure they are operated to their maximum capacity. An overcharged A/C system, power steering system with a pinched hose or wrong fluid, or a generator failing are suggested items to inspect. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. The noise may not be engine related. This step is to verify that the engine is making the noise. If the engine is not making the noise do not proceed further with this table 3. The noise may be an internal engine noise. Removing the drive belt and operating the engine for a brief period will verify the squeal noise is the drive belt(s) or an accessory drive component. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. This test is to verify that an accessory drive component does not have a seized bearing. With the belt remove test the bearings in the accessory drive components for turning smoothly. Also test the accessory drive components with the engine operating by varying the load on the components to verify that the components operate properly. 5. This test is to verify that the drive belt tensioner operates properly. If the drive belt tensioner is not operating properly, proper belt tension may not be achieved to keep the drive belt from slipping which could cause a squeal noise. 6. This test is to verify that the drive belt(s) is not too long, which would prevent the drive belt tensioner from working properly. Also if an incorrect length drive belt was installed, it may not be routed properly and may be turning an accessory drive component in the wrong direction. 7. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misalign pulley using a straight edge in the pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation procedure for that pulley. 8. This test is to verify that the pulleys are the correct diameter or width. Using a known good vehicle compare the pulley sizes. Drive Belt Vibration Page 683 Page 754 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 10980 Windshield Moulding / Trim: Removal and Replacement Windshield Reveal Molding Replacement The windshield reveal molding is an applied molding design separate from the window. The reveal molding is bonded by to the windshield and may be bonded to the body. The reveal molding may be replaced with the windshield as an assembly, or the reveal molding may be available as a separate service part. Refer to Urethane Adhesive Installation of Stationary Windows. Page 810 6. Lower the vehicle. 7. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 3934 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 5068 Ignition Coil: Service and Repair REMOVAL PROCEDURE 1. Disconnect the spark plug wires. Note the position from which the wires are removed. 2. Remove the 2 screws securing the ignition coil to the ignition control module. 3. Remove the ignition coil. INSTALLATION PROCEDURE 1. Install the ignition coil. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the 2 attaching screws. Tighten Tighten the screws to 4.5 N.m (40 lb in). 3. Reconnect the spark plug wires. PCM/BCM Replacement - DTC's B001/B1271/B1780 Set PROM - Programmable Read Only Memory: All Technical Service Bulletins PCM/BCM Replacement - DTC's B001/B1271/B1780 Set File In Section: 06 - Engine/Propulsion System Bulletin No.: 99-06-03-010A Date: June, 2001 INFORMATION Subject: DTCs B1001, B1271 or B1780 Set When Replacing/Reprogramming Other Modules Models: 1999-2002 All Passenger Cars and Trucks With Class 2 Serial Data Communication Between Modules This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 99-06-03-010 (Section 06 - Engine/propulsion System). Class 2 Serial Data Communication allows control modules (i.e. the Powertrain Control Module (PCM), the Body Control Module (BCM), the Dash Integration Module (DIM), the Instrument Panel Cluster (IPC), the radio, the Heating, Ventilation and Air Conditioning (HVAC) Controller, and the Sensing and Diagnostic Module (SDM) to exchange information. This information may be operational information or identification information. Among the identification information exchanged and compared within these modules is the Vehicle Identification Number (VIN). Typically, the PCM broadcasts a portion of the VIN, while another module broadcasts another portion of the VIN. This information is compared by the SDM in order to ensure installation is in the correct vehicle. When the broadcast VIN does not match the VIN stored within the SDM, the following actions occur: ^ DTC B1001 Option Configuration Error is set and deployment of the airbags is inhibited. ^ The VIN information is also used by the radio in order to prevent theft. When the broadcast VIN does not match the VIN stored within the radio, a DTC B1271 ora DTC B1780 Theft Locked is set and the radio is inoperative. This situation may occur when a vehicle is being repaired. When a PCM or a body control type module is replaced, the VIN information must be programmed into the replaced (new) control module. A module which has had VIN information entered into it (for example, one taken from another vehicle) cannot be reprogrammed. VIN information can only be entered into new modules. The ignition must be ON in order to program the control module. Since the VIN information is broadcast when the ignition goes to ON from any other ignition switch position, DTCs may be set in the SDM and/or the radio. Therefore, always follow the specified control module replacement procedures. 1. After completing the repair, turn OFF the ignition for at least 30 seconds. 2. Turn ON the ignition and check for DTCs using a scan tool. If DTCs B1001, B1271, or B178C are present with a history status, DO NOT REPLACE THE SDM OR THE RADIO. 3. Clear the DTCs from all modules using the scan tool. The SDM and/or the radio should then operate properly. 4. Ensure the proper operation of the SDM by turning OFF the ignition and then turning ON the ignition. The air bag warning indicator should flash seven times and then go OFF. Refer to Corporate Bulletin Number 99-09-41-001 for additional information regarding proper reprogramming of the new/replaced module. Clearing codes from the other modules is part of the replacement and reprogramming procedure for the replaced module. The repair is not complete unless all codes have been cleared from all modules. DO NOT SUBMIT CLAIMS FOR OTHER MODULE REPLACEMENTS OR REPROGRAMMING. DISCLAIMER Page 1067 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3542 Intake Air Temperature (IAT) Sensor: Service and Repair INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the IAT sensor electrical connector. 2. Carefully grasp the sensor and with a twisting and pulling motion, remove the IAT sensor from air intake duct. INSTALLATION PROCEDURE 1. Install the IAT sensor, snap the sensor into place. 2. Connect the IAT sensor electrical connector. Mechanical Specifications Power Steering Pump: Mechanical Specifications Power Steering Pump Mounting Bolts 25 ft.lbs. Page 5189 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 5247 Spark Plug: Application and ID Spark Plug ........................................................................................................................................... ........................................................ AC Type 41-940 Page 10324 Various symbols are used in order to describe different service operations. Page 8009 Warranty Information The dealership will be reimbursed for the parts and labor, if applicable, through the submission of a regular warranty claim. All claims submitted must be supported by a signed customer work order. Purchase and installation of additional Hardware Packages is the responsibility of the customer. For Top Tether Hardware Packages installed in the United States, submit as a normal warranty claim using the labor operations and time allowances shown. Disclaimer Page 5129 Electrical Symbols Part 4 Head Restraint Replacement - Front Seat Head Rest: Service and Repair Head Restraint Replacement - Front Seat Head Restraint Replacement - Front Seat Removal Procedure 1. Raise the head restraint to the highest position. 2. Remove the seat belt strap from the guide, if required. 3. Insert a small flat-bladed tool onto the tab on the side of the guides. Pressing in one tab at a time while slightly pulling up on that side. 4. Remove the head restraint by pulling upward and out. Installation Procedure 1. Position the head restraint to the guides in the seat back. 2. Instal the head restraint pressing down until the head restraint stops at the detent. 3. Reposition the head restraint to the original position. 4. Install the seat belt strap to the guide, if required. Page 10604 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Page 2877 Mass Air Flow (MAF) Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 3988 Equivalents - Decimal And Metric Part 1 Page 5168 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 10992 Washer Fluid Level Indicator: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Wiper and Washer Systems/Testing and Inspection. Page 7246 1. Position the power steering gear (1) on the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the mounting power steering gear bolts (2) to the frame (3). ^ Tighten the mounting bolts to 110 Nm (81 ft. lbs.). 3. Install the power steering hoses to the steering gear. 4. Install the stabilizer shaft. 5. Install the intermediate shaft lower pinch bolt to the power steering gear (2). ^ Tighten the bolt to 20 Nm (15 ft. lbs.). 6. Install the tie rod ends to the steering knuckle. 7. Install the stabilizer shaft links to the control arms. 8. Install the tires and wheels. 9. Lower the vehicle. 10. Bleed the air from the power steering system. 1. Align the front wheels. Rack and Pinion Boot and Breather Tube Replacement Rack and Pinion Boot and Breather Tube Replacement - Off Vehicle ^ Tools Required J 22610 Service Boot Clamp Installer Disassembly Procedure Page 10496 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 4072 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 6555 Disclaimer Page 8741 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 9655 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 2755 Electrical Symbols Part 4 Page 9977 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Suspension - Front Suspension Clunk/Rattle Noise Cross-Member: All Technical Service Bulletins Suspension - Front Suspension Clunk/Rattle Noise File In Section: 03 - Suspension Bulletin No.: 01-03-08-002B Date: April, 2003 INFORMATION Front Suspension Clunk Rattle Noise Diagnosis Models: 1998-2003 Chevrolet Malibu (Built After 10/97) 1998-1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is being revised to correct the tightening specification for the lower control arm front bolts. Please discard Corporate Bulletin Numbers 01-03-08-002A and 00-03-08-003 (Section 03 Suspension). Important: The following information has also been updated within SI. If you are using a paper version of the Service Manual, please make a reference to this bulletin on the affected page. A number of front suspension lower control arms have been returned to the Warranty Parts Center (WPC). Input regarding these parts indicates replacement corrected front suspension related clunk/rattle type noise concerns. Analysis of these returned components indicates that they were manufactured to design intent and should have performed satisfactorily in the vehicle. It is recommended that when a front lower control arm is suspected to be the cause of a front suspension noise concern, the technician perform the following fastener tightening procedure prior to control arm replacement. 1. Position the vehicle on a level surface at curb height (supported by the tires). 2. Loosen the four lower control arm to front suspension crossmember attaching bolts. Tighten ^ Tighten the two lower control arm to suspension crossmember front attaching bolts to 60 N.m (45 lb ft) plus 180° rotation. ^ Tighten the two lower control arm to suspension crossmember rear attaching bolts to 100 N.m (74 lb ft) plus 180° rotation. 3. Road test vehicle to determine if the noise condition has been corrected. Important: If the control arm bushings require replacement, they are available separately and may be serviced without replacing the control arm. Disclaimer Page 9262 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 280 Electrical Symbols Part 1 Locations Rear Defogger Relay: Locations Engine Compartment Fuse Block - Left side of engine compartment The Rear Window Defogger Relay is number 9 in the underhood relay box, on the left side of the engine compartment. Page 4562 Various symbols are used in order to describe different service operations. Page 856 Intake Air Temperature (IAT) Sensor: Service and Repair INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the IAT sensor electrical connector. 2. Carefully grasp the sensor and with a twisting and pulling motion, remove the IAT sensor from air intake duct. INSTALLATION PROCEDURE 1. Install the IAT sensor, snap the sensor into place. 2. Connect the IAT sensor electrical connector. Service and Repair Battery Tray: Service and Repair Battery Tray Replacement Removal Procedure 1. Remove the battery. 2. Remove the bolts attaching the tray. 3. Remove the tray. Installation Procedure 1. Position the battery tray to the battery support. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the bolts attaching the tray. Tighten the battery tray bolts to 31 N.m (23 lb ft). 3. Install the battery. Service and Repair Seat Belt Height Adjuster: Service and Repair SEAT BELT HEIGHT ADJUSTER REPLACEMENT - FRONT REMOVAL PROCEDURE 1. Remove the center pillar upper trim panel. 2. Remove the front seat belt shoulder guide track cover (2). 3. Remove the front seat shoulder belt guide track bolts. 4. Remove the front seat shoulder belt guide track (1) from the center pillar. INSTALLATION PROCEDURE 1. Install the front seat shoulder belt guide track (1) to the center pillar. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the front seat shoulder belt guide track bolts. Tighten Tighten the front seat shoulder belt guide track bolts to 42 N.m (31 lb ft). 3. Install the front seat shoulder belt guide track cover (2). 4. Install the center pillar upper trim panel. Page 9173 Auto Magic(R) or Clay Magic(R) products available from: Auto Wax Company, Inc. 1275 Round Table Dr. Dallas, TX 75247 (800) 826-0828 (Toll-Free) or (214) 631-4000 (Local) Fax (214) 634-1342 www.automagic.com [email protected] E038 Fallout Gel or E038E Liquid Fallout Remover II available from: Valvoline Car Brite Company 1910 South State Avenue Indianapolis, In 46203 (800) 347-2439 (Toll Free) or (317) 788-9925 (Local) Fax (317) 788-9930 www.carbrite.com [email protected] *We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from these firms or for any such items which may be available from other sources. If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location. Warranty Information (excluding Saab U.S. Models) Important Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition. Important In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time should be submitted in the "Other Labor Hours" field. Warranty Information (Saab U.S. Models) Disclaimer Page 4854 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 3802 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 10681 Equivalents - Decimal And Metric Part 1 Page 3768 Idle Speed/Throttle Actuator - Electronic: Service and Repair IDLE AIR CONTROL (IAC) VALVE REPLACEMENT REMOVAL PROCEDURE 1. Remove the throttle control cable bracket from the throttle body. 2. Remove the canister purge valve. 3. Disconnect the IAC electrical connector. 4. Remove the idle air control valve (2) attaching screws. Page 9598 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3523 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 1157 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 9102 9. Remove the door lock cylinder (4) by removing the retaining clip. 10. Remove the door lock cylinder gasket (3). Installation Procedure 1. Install the door lock cylinder gasket (3). 2. Install the door lock cylinder (4) by installing the retaining clip. 3. Install the door inside locking rod to the door outside handle (1). 4. Install the door outside handle (1). 5. Install the door outside handle bolts (3). 6. Place the door outside handle in the closed position. Push the lower end of the door outside handle rod into the retainer on the door lock actuator. Close the retainer. Page 5492 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 2-3 shift solenoid retainer clip (304), the 2-3 shift solenoid (305) with O-ring (303), the 2-3 shift valve (307), and the 2-3 shift valve spring (306). Installation Procedure 1. Install the 2-3 shift valve spring (306), the 2-3 shift valve (307), the 2-3 shift solenoid (305) with O-ring (303) and the 2-3 shift solenoid retainer clip (304) 2. Install the transmission side cover. Page 6297 Transmission Position Switch/Sensor: Service and Repair PNP Switch Replacement Removal Procedure 1. Disconnect the switch electrical connector. 2. Remove the attaching bolts. 3. Remove the park/neutral position switch assembly. Installation Procedure Page 4071 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 4547 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 1671 Fuse Block Underhood, C6 Fuse Block Underhood, C7 Page 10055 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 3869 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Locations Locations View Locations Fuel Pump Relay: Locations FUEL PUMP RELAY Underhood Fuse Block (Part 1) Page 8247 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Page 10623 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 10611 Tail Lamp: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 9687 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 9759 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 10507 Equivalents - Decimal And Metric Part 1 Locations Locations View Page 1420 Spark Plug: Service and Repair Spark Plug Replacement REMOVAL PROCEDURE NOTE: Observe the following service precautions: ^ Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads. ^ Clean the spark plug recess area before removing the spark plug. Failure to do so can result in engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug. ^ Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either hotter or colder than those specified for the vehicle. Installing spark plugs of another type can severely damage the engine. 1. Turn OFF the ignition. 2. Remove the spark plug wires from the spark plugs. 3. Remove the spark plugs from the engine. INSTALLATION PROCEDURE NOTE: It is important to check the gap of all new and reconditioned spark plugs before installation. Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor engine performance and may even damage the engine. 1. Gap the spark plugs to the specifications. Refer to Ignition System Specifications. Description and Operation Power Interrupt Connector/Switch: Description and Operation INADVERTENT POWER The body control module used in this vehicle controls the lighting system through circuits that enable both the exterior lamp functions of park, head, and fog lamps as well as the interior lamps. The BCM opens these enabling circuits shortly after the ignition switch is turned OFF with no lamp switch activity. If the ignition switch is turned to any position other than OFF, or if a lamp switch is activated during this period, the timer will reset itself again. Diagrams Brake Light Switch: Diagrams Stop Lamp Switch C1 Stop Lamp Switch C2 Page 10466 Parts Information Customer Notification General Motors will notify customers of this special policy on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Page 139 IP Dimming Module Page 1674 8. Disconnect the electrical cable retainers at the rear of the electrical center. 9. Release the box retainer next to the electrical cables. 10. Turn the electrical center upside down and open the lower cover. 11. Disconnect the Instrument Panel (IP) wiring harness individual connectors from the junction block. Page 8485 Speaker: Connector Views Speaker - LF Speaker - LR (UQ3) OnStar(R) - Aftermarket Device Interference Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Page 4693 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 539 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6402 clean the area so that the print is visible). This indicates the correct brake pads have been previously installed. The brake pads contained in Front Pad Kit, P/N 18044437 are the only brake pads that should be used on these vehicles. If the number 1417 is not present, or if the number is not legible, replace the brake pads. If the correct pads were previously installed, verify the brake pad thickness. If the brake pad friction material thickness is 4.6 mm (0.18 in) or greater, re-use the pads. If the friction material thickness is less than 4.6 mm (0.18 in), install new brake pads contained in Front Pad kit, P/N 18044437. If the rotor thickness is less than 25 mm (0.98 in), install a new rotor. If rotor thickness is greater than 25 mm (0.98 in), refinish the rotor. Replace existing front brake rotors and pads, if necessary, with new components indicated in the table following the applicable Service Manual procedures and the service guidelines contained in Corporate Bulletin Number 00-05-22-002. Important ^ The brake pad with the wear indicator must be installed in the inner position (against the piston in the caliper). When properly installed. the wear indicator will be pointing up with the caliper installed on the car (Refer to Corporate Bulletin Number 01-05-23-005). ^ If the pad with the wear indicator must be installed in the outboard position, reduced front brake lining life or interference between the compact spare tire and brake caliper may occur ^ Anytime a new or refinished rotor is installed on a vehicle, the rotor must have.040 mm (.0015 in) or less of lateral run-out. This specification is important to prevent comebacks for brake pulsation and is a tighter specification than specified for other vehicle models. GM has approved a new technology for the correction of lateral run-out on new or refinished rotors. This new method is called *"Brake Align(R)". It will allow the technician to meet the .040 mm (.0015 in) or less requirement for lateral run-out by installing a specially selected tapered correction plate between the rotor and the hub (Reference Corporate Bulletin Number 01-05-23-001). * We believe this source and their products to be reliable There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. 1. Machine the existing rotors on an approved, well-maintained brake lathe to guarantee smooth, flat, and parallel surfaces. Replace the rotors if they do not meet the minimum thickness specification. DO NOT MACHINE NEW ROTORS. Page 5548 The first phase also machined a case chamfer leading into the pump bore (2). The chamfer is designed to help eliminate possible 0-ring seal damage during pump installation. Phase two modified the case casting and the chamfer into the pump bore. The casting change left additional material in the surrounding pump bore to allow deeper bore machining in order to create the necessary sealing surface for a new pump seal design. The leading surface into the pump bore was also machined with a modified chamfer (1). Fuse Block Left IP Fuse Block: Diagrams Fuse Block Left IP Fuse Block Left IP, C1 Part 1 Page 7169 The D height dimension measurement determines the proper rear end ride height. There is no adjustment procedure. Repair may require replacement of suspension components. 1. With the vehicle on a flat surface, lift upward on the rear bumper 38 mm (1.5 inch). 2. Gently remove your hands. Allow the vehicle to settle into position. 3. Repeat the jouncing operation 2 more times for a total of 3 times. 4. Measure the D height by measuring the bottom of the strut to the support surface forward of the mounting bolt. 5. Push the rear bumper downward to 38 mm (1.5 inch). 6. Gently remove your hands. Allow the vehicle to settle into position. 7. Repeat the jouncing operation 2 more times for a total of 3 times. 8. Measure the D height dimension. 9. The true D height dimension number is the average of the high and the low measurements. Refer to Trim Height Specifications. 10. If these measurements are out of specifications, inspect for the following conditions: ^ Improper weight distribution ^ Collision damage ^ Worn or damaged suspension components Page 3250 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 8543 For vehicles repaired under warranty use, the table. Disclaimer Page 8600 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 9039 Disclaimer Page 10631 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 10277 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 10483 Electrical Symbols Part 2 Page 10692 7. Release the tabs to remove the circuit board from the tail lamp. 8. Pull the bulbs from the sockets. INSTALLATION PROCEDURE 1. Press the tail lamp bulbs into the sockets until fully seated. 2. Install the circuit board to the tail lamp retainers. Press until the tabs are fully seated. Page 447 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 4261 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2117 Left Hand Side Of Engine Page 9299 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 2851 Mass Air Flow (MAF) Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 10897 Electrical Symbols Part 3 Page 2761 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 8778 9. Remove the door lock cylinder (4) by removing the retaining clip. 10. Remove the door lock cylinder gasket (3). Installation Procedure 1. Install the door lock cylinder gasket (3). 2. Install the door lock cylinder (4) by installing the retaining clip. 3. Install the door inside locking rod to the door outside handle (1). 4. Install the door outside handle (1). 5. Install the door outside handle bolts (3). 6. Place the door outside handle in the closed position. Push the lower end of the door outside handle rod into the retainer on the door lock actuator. Close the retainer. Page 6271 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 3246 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Tire Monitor System - TPM Sensor Information Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Left Front Power Window Switch: Service and Repair Left Front REMOVAL PROCEDURE 1. Using a flat-bladed tool release the power accessory switch plate retainers (1). Push in and lift up on the retainers (1) to remove the switch plate from the door trim panel. 2. Disconnect the electrical connectors (2) from the power window switch. 3. Release the power window switch retainers. Push the window switch out of the switch plate. INSTALLATION PROCEDURE A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 3596 Body Control Module: Description and Operation BODY CONTROL MODULE (BCM) The BCM contains the logic of the theft deterrent system. The BCM provides the battery positive voltage to operate the Passlock(TM) Sensor. The BCM also measures the voltage of the security sensor signal circuit. The voltage measured will indicate whether the Passlock(TM) Sensor has been activated and whether the resistance value from the sensor is a valid value or the tamper value. If voltage measured is in the valid range, the BCM compares this voltage, voltage code, to a previously learned voltage code. If the voltage codes match, the BCM sends a class 2 message containing a password to the PCM. If the voltage codes do not match, or the voltage is in the Tamper range, or there is a circuit fault, the BCM will not send the correct password to the PCM, and the vehicle will not start. Page 1039 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 2339 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 556 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 10641 7. Release the tabs to remove the circuit board from the tail lamp. 8. Pull the bulbs from the sockets. INSTALLATION PROCEDURE 1. Press the tail lamp bulbs into the sockets until fully seated. 2. Install the circuit board to the tail lamp retainers. Press until the tabs are fully seated. Page 3977 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 3617 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 4328 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 8305 Disclaimer Page 8476 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 1510 1. Lightly oil the replacement oil filter gasket using clean oil. Install the new oil filter. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the new oil filter. After the oil filter gasket contacts the oil filter mounting surface, tighten the new oil filter to 3/4-1 full turn. 3. Install the engine oil drain plug. Tighten the engine oil drain plug to 25 Nm (18 ft. lbs.). 4. Remove the oil drain pan. 5. Lower the vehicle. 6. Fill the engine using new engine oil. 7. Start the engine. 8. Inspect for oil leaks after engine start up. 9. Turn Off the engine. Allow a few minutes in order to allow for the oil to drain back into the oil pan. 10. Remove the oil level indicator from the oil level indicator tube. 11. Clean Off the indicator end of the oil level indicator using a clean paper towel or a cloth. 12. Install the oil level indicator into the oil level indicator tube until the oil level indicator handle contacts the top of the oil level indicator tube. 13. Remove the oil level indicator from the oil level indicator tube. Keep the tip of the oil level indicator down. 14. Inspect the level of the engine oil on the oil level indicator. 15. If needed, readjust the oil level by adding or draining the engine oil. Page 11061 3. Using the J 39529, connect the wiper transmission to the wiper motor crank arm. 4. Position the wiper drive system module to the vehicle. 5. Install the wiper drive system module screws. Tighten Tighten the screws to 10 N.m (89 lb in). 6. Connect the wiper motor electrical connector. 7. Install the air inlet grille panel. Page 1345 Frame Angle Measurement (Express / Savana Only) ........ Page 2535 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 10057 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 6886 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Page 6969 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 6885 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Page 8749 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 2625 Water Pump: Service and Repair Water Pump Replacement Removal Procedure 1. Drain the cooling system. 2. Loosen the water pump pulley bolts. 3. Remove the drive belt. 4. Remove the water pump pulley bolts and pulley. 5. Remove the water pump bolts, pump and gasket. 6. Clean the water pump mating surfaces. Installation Procedure 1. Install the water pump gasket and pump (1). Instrument Panel - Rattle/Itching Noise Body Control Module: All Technical Service Bulletins Instrument Panel - Rattle/Itching Noise File In Section: 08 - Body and Accessories Bulletin No.: 02-08-49-002 Date: May, 2002 TECHNICAL Subject: Dash Rattle/Itching Noise From Instrument Panel/Glove Box Area While Driving (Reposition Body Control Module (BCM) Bracket and Insulate Blower Motor Bolt Washer) Models: 2002 Chevrolet Malibu 2002 Oldsmobile Alero 2002 Pontiac Grand Am Built Prior to VIN Breakpoints 2C535843 or 2M137264 Condition Some customers may comment on a dash rattle/itching type noise from the instrument panel/glove box area while driving. Cause This condition may be caused by the BCM mounting bracket contacting the bolt head washer of the blower motor mounting bolts. Correction To correct this condition, follow the service procedure below: 1. Remove the screws retaining the instrument panel right side closeout/insulator panel. 2. Remove the instrument panel closeout/insulator panel. 3. Slide the BCM out of the BCM bracket. 4. Inspect for a contact point between the BCM bracket (2) and the blower motor screw head washer (1). 5. Reposition the BCM bracket (2) approximately 5 mm (0.2 in) down by pulling down on the BCM bracket (2) near the contact point. 6. Install one Electrical Moisture Sealant Patch, 3M(R) P/N 054007-06149 or equivalent, on the blower motor between the BCM bracket (2) and the blower motor screw head washer (1). 7. Reinstall the BCM into the BCM bracket (2). 8. Install the instrument panel right side closeout/insulator panel. Wheel Speed Sensor (WSS) - LF Page 5198 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (24X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle on hoist. Refer to Lifting and Jacking the Vehicle. 3. Remove the crankshaft harmonic balancer. 4. Note the routing of sensor harness before removal. 5. Remove the harness retaining clip with bolt. 6. Disconnect the sensor electrical connector. 7. Remove the sensor bolts (4). 8. Remove the sensor. INSTALLATION PROCEDURE 1. Install the 24X crankshaft position sensor (1) with bolts (4) and route harness as noted during removal. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the harness retaining clip (3) with bolt (4). Tighten Tighten the CKP sensor bolts to 10 N.m (89 lb in). 3. Connect the sensor electrical connector. 4. Install the balancer on the crankshaft. 5. Lower vehicle. Page 10764 Conversion - English/Metric Page 9500 Rear Door Weatherstrip: Service and Repair Sealing Strip Replacement - Lower Rear Auxiliary Sealing Strip Replacement - Lower Rear Auxiliary Removal Procedure 1. Lower the window to the full down position. 2. Remove the outer belt sealing strip. 3. Disengage the upper auxiliary sealing strip fasteners. 4. Remove the upper auxiliary sealing strip (1) from the door frame. Installation Procedure 1. Install the door auxiliary sealing strip (1) to the door frame. Ensure that the fasteners lock into position. 2. Install the outer belt sealing strip. Page 455 Various symbols are used in order to describe different service operations. Page 617 Hazard Warning Switch: Service and Repair HAZARD WARNING SWITCH REPLACEMENT - ON VEHICLE REMOVAL PROCEDURE 1. Disable the SIR system. Refer to Disabling the SIR System in Restraint Systems. 2. Remove the Instrument Panel (IP) cluster trim plate from the IP carrier. 3. Disconnect the dimmer switch electrical connector if required. 4. Disconnect the hazard warning switch electrical connector. 5. With a small flat-bladed tool release the retaining tabs for the hazard warning switch. 6. From the back side of the IP cluster trim plate, push the hazard warning switch in a outward motion. This will remove the switch from the IP cluster trim plate. INSTALLATION PROCEDURE 1. Align the hazard warning switch to the opening in the IP cluster trim plate. 2. Push inward on the hazard warning switch until fully seated into IP cluster trim plate. 3. Connect the hazard warning switch electrical connector. 4. Connect the dimmer switch electrical connector if required. 5. Install the IP cluster trim plate to the IP carrier. 6. Enable the SIR. Refer to Enabling the SIR System in Restraint Systems. Page 3329 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 1897 Models Supercede: This bulletin is being revised to add model years, models and additional information. Please discard Corporate Bulletin Number 00-00-89-008E (Section 00 - General Information). Some customers may want to tow their vehicle behind another vehicle with all FOUR tires on the ground. This is referred to as "dinghy" towing. Towing in this manner is acceptable only on the certain vehicles. The vehicle should be properly equipped and prepared as described below. The passenger cars listed above are the vehicles that CAN be dinghy towed. Passenger cars not listed above are vehicles where dinghy towing is not permitted or recommended. Certain 4WD trucks can be dinghy towed depending on the transfer case option. Rear wheel drive and AWD trucks should NOT be dinghy towed. Refer to the truck models and transfer case options below. Please refer to the applicable vehicle Owner's Manual before towing. Passenger Cars Page 8470 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 7568 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Page 1065 Electrical Symbols Part 4 OnStar(R) - Re-establishing OnStar(R) Communications Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 595 the bottom of the outlet rearward to release the top. 3. Remove the two 7 mm hex head screws attaching the IP cluster trim panel to the IP. 4. Remove the trim plate from the IP by pulling up and out to release the lower retainers. 5. Disconnect the trip reset switch electrical connector. 6. Remove the four 7 mm hex head screws attaching the instrument cluster to the IP. 7. Remove the instrument cluster from the opening and reposition as necessary. It is not necessary to disconnect the electrical connector. 8. Through the instrument cluster opening in the IP, remove one of the three 7 mm hex head screws that attach the hazard warning switch to the IP. 9. Through the center air outlet opening in the IP, remove the remaining two 7 mm hex head screws that attach the hazard warning switch to the IP. 10. Remove the hazard warning switch through the center air outlet opening. Page 4951 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 11093 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 7370 Stabilizer Link: Service and Repair Rear Stabilizer Shaft Link Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the rear stabilizer shaft link bolt (3). 3. Remove the rear stabilizer shaft link (2) from the knuckle (1). 4. Remove the link (2) from the stabilizer shaft (4). Installation Procedure 1. Install the link (2) to the stabilizer shaft (4). Notice: Refer to Fastener Notice in Service Precautions. 2. Connect the rear stabilizer shaft link (2) to the knuckle (1). ^ Tighten the rear stabilizer shaft link to knuckle bolt (3) to 51 Nm (37 ft. lbs.). 3. Lower the vehicle. Page 9200 1. Install the sunroof module to the vehicle through the door opening. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the sunroof module bolts to the sunroof module. Tighten Tighten the bolts to 11 N.m (97 lb in). 3. Connect the front and rear sunroof module drain hoses to the sunroof module. 4. Connect the sunroof module electrical connector to the sunroof module. 5. Install the headlining trim finish panel. 6. Install the sunroof sunshade. 7. Inspect the sunroof for proper operation. Page 2947 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3592 Body Control Module (BCM) C2 Part 2 Page 101 7. Remove the 4 EBCM to BPMV screws. Important: ^ Do not pry apart using a tool. Be careful not to damage the BPMV surface. ^ Care must be taken not to damage the solenoid valves when the EBCM is removed from the BPMV. 8. Remove the EBCM (1) from the BPMV (2) by gently pulling apart until separated. Installation Procedure 1. Clean the EBCM gasket and the BPMV surface with alcohol using a clean rag. 2. Install the EBCM (1) to the BPMV (2). Notice: Refer to Fastener Notice in Service Precautions. 3. Install the 4 screws that attach the EBCM (1) to the BPMV (2). ^ Tighten the screws to 5 Nm (44 inch lbs.). Fuel System - No Start/Low Power/Hesitation Fuel Pump Pickup Filter: Customer Interest Fuel System - No Start/Low Power/Hesitation Bulletin No.: 05-06-04-026A Date: April 27, 2005 TECHNICAL Subject: Vehicle Hesitates, No Start, Lack of Power, Low Fuel Pressure (Test Fuel Pressure and Replace Fuel Pump Module Strainer) Models: 2002-2003 Chevrolet Malibu 2002-2005 Chevrolet Cavalier 2004-2005 Chevrolet Classic 2002-2004 Oldsmobile Alero 2002-2005 Pontiac Grand Am, Sunfire Supercede: This bulletin is being revised to add a additional step to retest the fuel pressure after the strainer is replaced. Please discard Corporate Bulletin Number 05-06-04-026 (Section 06 - Engine). Condition Some customers may comment that the vehicle hesitates, does not start, and/or has lack of power. Cause The vehicle may have low fuel pressure caused by a restricted fuel pump strainer. The current fuel pump has a 100 micron strainer. Correction Follow the service procedure below to test fuel pressure and replace the fuel strainer with a 200 micron strainer. Caution: ^ Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. ^ Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. Note: Clean the fuel system service cap and surrounding area to avoid possible contamination in the system. Important: Verify that adequate fuel is in the fuel tank before proceeding with this diagnostic. 1. Turn OFF the ignition. 2. Turn OFF all accessories. 3. Install fuel pressure gauge, J 34730-1A, or equivalent. Important: ^ The fuel pump relay may need to be commanded ON a few times in order to obtain the highest possible fuel pressure. ^ DO NOT start the engine. 4. Command the fuel pump relay ON with a scan tool. Page 622 Electrical Symbols Part 1 Page 4423 For vehicles repaired under warranty, use the table. Disclaimer Page 4313 Various symbols are used in order to describe different service operations. Page 1013 1. Place the shift shaft in the N (Neutral) position. 2. Align the flats of the shift shaft to the flats in the park/neutral switch. Notice: Refer to Fastener Notice in Service Precaution. 3. Install the park/neutral position switch mounting bolts. - Tighten - Tighten the bolts to 24 Nm (18 ft. lbs.). 4. Connect the switch electrical connector. Important: Ensure that the engine will only start in P (Park) or N (Neutral). Readjust the switch if the engine will start in any other position. Page 1192 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Locations Modular Fuel Sender And Fuel Tank Pressure Sensor Page 3353 Electrical Symbols Part 1 Navigation - Report Missing/Inaccurate Nav. Map Info Navigation System: All Technical Service Bulletins Navigation - Report Missing/Inaccurate Nav. Map Info INFORMATION Bulletin No.: 10-08-44-006 Date: October 11, 2010 Subject: Reporting Missing or Inaccurate Navigation Radio Map Disc Information - Complete and Submit Feedback Form at GM Navigation Disc Center Website Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Navigation Radio Some customers may notice that some navigation radio map discs may have missing or incorrect information. The following list contains some examples: - Missing or incorrect roads, road names or road shapes - Missing or incorrect addresses - Missing or incorrect highway labeling - Missing or incorrect highway exit numbers - Missing or incorrect traffic restrictions - Missing points of interest (POI) or incorrect details, such as location, category or phone number General Motors uses a map database from two different suppliers. The two map suppliers are consistently updating their map database and will gladly accept any input regarding missing or incorrect information on the navigation radio map disc. To report any missing or incorrect information, please access the GM Navigation Disc Center at the following web site: http://www.gmnavdisc.com. At the GM Navigation Disc Center home page, select the tab: Your Feedback. In the Navigation Data Feedback form, fill in the appropriate information as required and then select: Submit, to send the form. Disclaimer Page 9676 Air Bag(s) Arming and Disarming: Service and Repair Enabling 1. Connect the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 2. Install the Connector Position Assurance (CPA) (2) to the IP module connector (3). 3. Install the RH I/P wiring harness junction block access panel. 4. Connect the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 5. Install the CPA (2) to the steering wheel module coil connector (1). 6. Install the AIR BAG Fuse to the LH I/P wiring harness junction block. 7. Install the LH I/P wiring harness junction block access panel. 8. Staying well away from both air bags, turn ON the ignition. 8.1. The AIR BAG indicator will flash seven times. 8.2. The AIR BAG indicator will then turn OFF. 9. Perform Diagnostic System Check - SIR if the AIR BAG indicator does not operate as described. Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON Wheels: All Technical Service Bulletins Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON TECHNICAL Bulletin No.: 08-03-10-006C Date: April 27, 2010 Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat) Models: 2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-03-10-006B (Section 03 - Suspension). Condition Some customers may comment on a tire that slowly loses air pressure over a period of days or weeks. Cause Abrasive elements in the environment may intrude between the tire and wheel at the bead seat. There is always some relative motion between the tire and wheel (when the vehicle is driven) and this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear continues, there may also be intrusion at the tire/wheel interface by corrosive media from the environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be visible until the tire is dismounted from the wheel. Notice This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Correction In most cases, this type of air loss can be corrected by following the procedure below. Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to repair the wheel with the procedure below. Notice The repair is no longer advised or applicable for chromed aluminum wheels. 1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to be around the bead seat of the wheel, dismount the tire to examine the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat Corrosion Page 9870 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 1000 For vehicles repaired under warranty, use the table. Disclaimer Page 10049 Electrical Symbols Part 4 Page 3937 Various symbols are used in order to describe different service operations. Page 5625 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 8499 1. Connect the electrical connector (3) to the remote cassette player (2). 2. Install the remote cassette player (2) to the instrument panel (1). NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the remote cassette player nuts (2) to the remote cassette player (1). Tighten Tighten the nuts to 3 N.m (27 lb in). 4. Install the instrument panel accessory trim plate. Page 9550 Cruise Control Module (CCM) Page 10179 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 9879 Various symbols are used in order to describe different service operations. Page 7264 end could collapse the steering shaft or loosen the plastic injections, which maintain column rigidity. Leaning on the column assembly could cause the jacket to bend or deform. Any of the above damage could impair the columns collapsible design. Do NOT hammer on the end of the shaft, because hammering could loosen the plastic injections, which maintain column rigidity. If you need to remove the steering wheel, refer to the Steering Wheel Replacement. 11. Remove the steering column (2) from the vehicle. Installation Procedure Caution: In order too ensure the intended function of the steering column in a vehicle during a crash and in order to avoid personal injury to the driver, perform the following: ^ Tighten the steering column lower fasteners before you tighten the steering column upper fasteners. Failure to do this can damage the steering column. ^ Tighten the steering column fasteners to the specified torque. Overtightening the upper steering column fasteners could affect the steering column collapse. 1. Install the steering column (2) in the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the steering column lower mounting nuts (3). ^ Tighten the bolts to 26 Nm (19 ft. lbs.). 3. Install the steering column upper mounting bolts (1). ^ Tighten the bolts to 26 Nm (19 ft. lbs.). 4. Install the upper pinch bolt (3) to the intermediate shaft (4). ^ Tighten the bolt to 22 Nm (16 ft. lbs.). 5. Install the SIR coil. Page 5416 Parts are currently available from GMSPO. Disclaimer Page 10933 Power Window Switch: Service and Repair Right Front REMOVAL PROCEDURE 1. Use a flat bladed tool in order to remove the power window switch (3) from the door trim panel. Push in and lift up at the side of the switch. 2. Disconnect the electrical connector (2) from the power window switch (3). 3. Remove the power window switch bezel (1) from the power window switch (3) by releasing the retainers with the flat bladed tool. INSTALLATION PROCEDURE 1. Install the bezel (1) to the power window switch (3) by pressing it into the retainers until fully seated. 2. Connect the electrical connector (2) to the power window switch (3). 3. Install the power window switch (3) to the door trim panel by pressing it until fully seated. Page 3646 Coolant Temperature Sensor/Switch (For Computer): Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 3737 PCM Connector C2 Part 2 OnStar(R) - Number Incorrect/Incorrectly Assigned Navigation System: Customer Interest OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 3286 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 5105 Equivalents - Decimal And Metric Part 1 Page 9551 Cruise Control Module: Service and Repair REMOVAL PROCEDURE 1. Open the hood. 2. Disconnect the cruise control cable tab (5) from the throttle body cam (6). Rotate the cam (6) to 1/4 open throttle in order to release the tab (5). 3. In order to release the cable (4), push the locating fitting inward and pull the unit free from he throttle bracket (1). 4. Remove the cruise control cable from the module by turning the cable assembly 1/4 turn counterclockwise. Page 4984 Electrical Symbols Part 2 Page 10025 Temperature Gauge: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Diagrams. Page 7416 Notice: Refer to Fastener Notice in Service Precautions. 2. Align the steering knuckle with the strut flange scribe mark and install the bolts (6) and nuts (2). ^ Tighten the nuts to 180 Nm (133 ft. lbs.). 3. Tighten the nuts (1) and bolt (2) attaching the top of the strut (5) to the body (3). ^ Tighten the nuts to 25 Nm (18 ft. lbs.). ^ Tighten the bolt to 25 Nm (18 ft. lbs.). 4. Install the brake line bracket. 5. Install the tire and wheel assembly. 6. Inspect the front wheel alignment. Suspension Strut Disposal Suspension Strut Disposal Caution: Use the proper eye protection when drilling to prevent metal chips from causing physical injury. Page 116 Blower Motor Relay: Service and Repair BLOWER MOTOR RELAY REPLACEMENT REPAIR PROCEDURE 1. Remove the electrical center cover. 2. Remove the blower motor control relay from the electrical center INSTALLATION PROCEDURE 1. Install the blower control relay to the electrical center. 2. Install the electrical center cover. Engine - Rocker Arm Bolt Tightening Specification Update Rocker Arm Assembly: Technical Service Bulletins Engine - Rocker Arm Bolt Tightening Specification Update File In Section: 06 - Engine/propulsion System Bulletin No.: 02-06-01-034 Date: October, 2002 SERVICE MANUAL UPDATE Subject: Revised Rocker Arm Bolt Fastener Tightening Specification Models: 1996-1998 Buick Skylark 1996-2002 Buick Regal 1997-2002 Buick Century 1996 Chevrolet Beretta, Corsica, Lumina APV 1996-2001 Chevrolet Lumina 1996-2002 Chevrolet Monte Carlo 1997 Chevrolet Venture 1997-2003 Chevrolet Malibu 2000-2002 Chevrolet Impala 1996-1997 Oldsmobile Cutlass Supreme, Silhouette 1996-1998 Oldsmobile Achieve 1998-1999 Oldsmobile Cutlass, Intrigue 1999-2002 Oldsmobile Alero 1996-1997 Pontiac Trans Sport 1996-2003 Pontiac Grand Am, Grand Prix with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1) This bulletin is being issued to revise the rocker arm bolt fastener tightening specification found in several procedures in the Engine Mechanical - 3.1L sub-section and the Engine Mechanical - 3.4L sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The correct torque for the rocker arm bolt is 14 N.m (124 lb in) plus 30 degrees. This specification can be found in Fastener Tightening Specifications, Valve Rocker Arm and Push Rod Replacement and Lower Intake Manifold Replacement (for 1996 Chevrolet Beretta/Corsica, 1996-1997 Buick Skylark, Pontiac Grand Am, Oldsmobile Achieva and 1997 Chevrolet Malibu ONLY). DISCLAIMER Locations Throttle Position Sensor: Locations Locations View Page 5790 5. Use the J 41227 in order to remove the sleeve from the output axle shaft. 6. Clean and inspect the seal bore. 7. Use fine sand paper in order to remove any burrs or nicks. Clean the entire area after any sanding. Installation Procedure 1. Use the J 41102 and a mallet in order to install the new case cover seal. 2. Use the J 41228 in order to install a new sleeve on the output axle. Install the J 41228 so that the collar is in the snap ring groove. Page 5823 1. Place the shift shaft in the N (Neutral) position. 2. Align the flats of the shift shaft to the flats in the park/neutral switch. Notice: Refer to Fastener Notice in Service Precaution. 3. Install the park/neutral position switch mounting bolts. - Tighten - Tighten the bolts to 24 Nm (18 ft. lbs.). 4. Connect the switch electrical connector. Important: Ensure that the engine will only start in P (Park) or N (Neutral). Readjust the switch if the engine will start in any other position. Page 4310 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 3924 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 8672 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 10618 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 7442 The old style nut shown is black and has a sheet metal cage around the nut. Parts Information Parts are currently available from GMSPO. Disclaimer Page 9609 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 9089 Trim Panel: Service and Repair Trim Panel Replacement - Lower Center Pillar Trim Panel Replacement - Lower Center Pillar Removal Procedure 1. Remove the lock pillar lower trim panel. 2. Remove the carpet retainer. 3. Remove the center pillar lower trim panel (1). Installation Procedure 1. Install the center pillar lower trim panel (1). 2. Install the carpet retainer. 3. Install the lock pillar lower trim panel. Diagrams A/C Refrigerant Pressure Sensor - HVAC Systems - Manual Page 3169 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 7078 Relay Box: Locations Underhood Junction Block Underhood Fuse Block (Part 1) Page 1275 1. Place the shift shaft in the N (Neutral) position. 2. Align the flats of the shift shaft to the flats in the park/neutral switch. Notice: Refer to Fastener Notice in Service Precaution. 3. Install the park/neutral position switch mounting bolts. - Tighten - Tighten the bolts to 24 Nm (18 ft. lbs.). 4. Connect the switch electrical connector. Important: Ensure that the engine will only start in P (Park) or N (Neutral). Readjust the switch if the engine will start in any other position. Page 10010 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 6411 Brake Pad: Service and Repair Burnishing Pads and Rotors Burnishing Pads and Rotors Caution: Flood test a vehicle under safe conditions and while obeying all traffic laws. Do not attempt any maneuvers that could jeopardize vehicle control. Failure to adhere to these precautions could lead to serious personal injury and vehicle damage. Burnishing the brake pads and brake rotors is necessary in order to ensure that the braking surfaces are properly prepared after service has been performed on the disc brake system. This procedure should be performed whenever the disc brake rotors have been refinished or replaced, and/or whenever the disc brake pads have been replaced. 1. Select a smooth road with little or no traffic. 2. Accelerate the vehicle to 48 km/h (30 mph). Important: Use care to avoid overheating the brakes while performing this step. 3. Using moderate to firm pressure, apply the brakes to bring the vehicle to a stop. Do not allow the brakes to lock. 4. Repeat steps 2 and 3 until approximately 20 stops have been completed. Allow sufficient cooling periods between stops, in order to properly burnish the brake pads and rotors. Page 7758 5. Place the J 33023-A on the clutch rotor. 6. Install the J 41552 down into the inner circle of slots in the rotor. Turn the compressor pulley puller clockwise in the slots to engage the puller tangs with the rotor. 7. Hold the compressor pulley puller in place and use a wrench to turn the center forcing screw against the puller pilot to remove the clutch rotor and bearing assembly. INSTALLATION PROCEDURE Page 7682 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2821 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 3175 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause A/T - 2-3 Upshift or 3-2 Downshift Clunk Noise Output Shaft: Technical Service Bulletins A/T - 2-3 Upshift or 3-2 Downshift Clunk Noise INFORMATION Bulletin No.: 01-07-30-042F Date: February 05, 2010 Subject: Information on 2-3 Upshift or 3-2 Downshift Clunk Noise Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2005-2009 Saab 9-7X with 4L60-E, 4L65-E or 4L70-E Automatic Transmission (RPOs M30, M32, M70) Supercede: This bulletin is being revised to add the 2010 model year and 4L70E transmission. Please discard Corporate Bulletin Number 01-07-30-042E (Section 07 - Transmission/Transaxle). Important For 2005 model year fullsize utilities and pickups, refer to Corporate Bulletin 05-07-30-012. Some vehicles may exhibit a clunk noise that can be heard on a 2-3 upshift or a 3-2 downshift. During a 2-3 upshift, the 2-4 band is released and the 3-4 clutch is applied. The timing of this shift can cause a momentary torque reversal of the output shaft that results in a clunk noise. This same torque reversal can also occur on a 3-2 downshift when the 3-4 clutch is released and the 2-4 band applied. This condition may be worse on a 4-wheel drive vehicle due to the additional tolerances in the transfer case. This is a normal condition. No repairs should be attempted. Disclaimer Page 3623 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 2871 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 9820 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 7708 1. Install the blower motor resistor assembly. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the blower motor resistor assembly screws. Tighten Tighten the screws to 1 N.m (9 lb in). 3. Connect the blower motor resistor assembly electrical connector. 4. Install the right side instrument panel (IP) insulator. Page 3445 ^ Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4). ^ Inspect for evidence of improper arcing. Measure the gap between the center electrode (4) and the side electrode (3) terminals. Refer to Ignition System Specifications. An excessively wide electrode gap can prevent correct spark plug operation. - Inspect for the correct spark plug torque. Refer to Ignition System Specifications. Insufficient torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator (2) to crack. - Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4). - Inspect for a broken or worn side electrode (3). - Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug. ^ A rattling sound indicates internal damage. ^ A loose center electrode (4) reduces the spark intensity. - Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap. - Inspect for worn or missing platinum pads on the electrodes (3, 4), if equipped. - Inspect for excessive fouling. ^ Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the spark plug not to seat correctly during installation. SPARK PLUG VISUAL INSPECTION ^ Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives. ^ Carbon Fouled-Dry, fluffy black carbon, or soot caused by the following conditions: Rich fuel mixtures ^ Leaking fuel injectors ^ Excessive fuel pressure ^ Restricted air filter element Page 969 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3245 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 800 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 7083 Relay Box: Service and Repair Attached to Wire Harness REMOVAL PROCEDURE 1. Locate the relay. Refer to the Master Electrical Component List. 2. Remove any fasteners which hold the relay in place. 3. Remove any Connector Position Assurance (CPA) devices or secondary locks. IMPORTANT: Use care when removing a relay in a wiring harness when the relay is secured by fasteners or tape. 4. Separate the relay (1) from the wire harness connector (2). INSTALLATION PROCEDURE 1. Connect the relay (1) to the wire harness connector (2). 2. Install any Connector Position Assurance (CPA) devices or secondary locks. 3. Install the relay using any fasteners or tape that originally held the relay in place. Page 9965 Tachometer: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 184 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 3987 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 4220 Knock Sensor: Description and Operation PURPOSE The knock sensor (KS) system enables the Powertrain Control Module (PCM) to control the ignition timing advance for the best possible performance while protecting the engine from potentially damaging levels of detonation. The sensors in the KS system are used by the PCM as microphones to listen for abnormal engine noise that may indicate pre-ignition/detonation. SENSOR DESCRIPTION There are 2 types of KS currently being used: ^ The broadband single wire sensor ^ The flat response two wire sensor Both sensors use piezo-electric crystal technology to produce and send signals to the PCM. The amplitude and frequency of this signal will vary constantly depending on the vibration level within the engine. Flat response and broadband KS signals are processed differently by the PCM. The major differences are outlined below: ^ All broadband sensors use a single wire circuit. Some types of controllers will output a bias voltage on the KS signal wire. The bias voltage creates a voltage drop the PCM monitors and uses to help diagnose KS faults. The KS noise signal rides along this bias voltage, and due to the constantly fluctuating frequency and amplitude of the signal, will always be outside the bias voltage parameters. Another way to use the KS signals is for the PCM to learn the average normal noise output from the KS. The PCM uses this noise channel, and KS signal that rides along the noise channel, in much the same way as the bias voltage type does. Both systems will constantly monitor the KS system for a signal that is not present or falls within the noise channel. ^ The flat response KS uses a two-wire circuit. The KS signal rides within a noise channel which is learned and output by the PCM. This noise channel is based upon the normal noise input from the KS and is known as background noise. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the KS signal, keeping the signal within the channel. If there is knock, the signal will range outside the noise channel and the PCM will reduce spark advance until the knock is reduced. These sensors are monitored in much the same way as the broadband sensors, except that an abnormal signal will stay outside of the noise channel or will not be present. KS diagnostics can be calibrated to detect faults with the KS diagnostic inside the PCM, the KS wiring, the sensor output, or constant knocking from an outside influence such as a loose or damaged component. In order to determine which cylinders are knocking, the PCM uses KS signal information when the cylinders are near Top Dead Center (TDC) of the firing stroke. Page 3570 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 2529 Electrical Symbols Part 2 Page 3678 Equivalents - Decimal And Metric Part 1 Page 501 IP Dimmer Switch Page 883 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 10674 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 5215 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 8869 Rear Door Hinge: By Symptom Technical Service Bulletin # 01-08-64-020C Date: 041001 Body - Creak/Groan When Opening/Closing Doors File In Section: 08 - Body and Accessories Bulletin No.: 01-08-64-020C Date: October, 2004 TECHNICAL Subject: Creak Noise When Opening or Closing Doors (Apply Lubricant to Check Link) Models: 2001-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 2001-2004 Oldsmobile Alero 2001-2005 Pontiac Grand Am This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 01-08-64-020B (Section 08 - Body and Accessories). Condition Some customers may comment on a creak or squeak noise when opening or closing one or more doors. Cause This condition may be caused by the door check link spring saddle. Correction Important: To prevent overspray from landing on the door glass, make sure all windows are rolled up before applying the lubricant to the check link. Slide the check link grommet back and spray GM Lubriplate(R) Lubricant, P/N 89021668 (in Canada, use P/N 89021674), or equivalent, on the check link saddle using a "straw" type nozzle extension. The nozzle extension should be inserted slightly into the opening above the check link arm and sprayed toward the outside of the door. If the nozzle is inserted too far into the door, it will go past the check link spring saddle and the lubricant will miss its target. Move the nozzle back and forth while spraying to distribute the lubricant. Open and shut the door until the noise is gone. Reinstall the check link grommet in the door. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 7739 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 1386 Disclaimer Page 9117 Remote Control Door Lock Receiver Page 840 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table as shown. DISCLAIMER Page 898 Manifold Absolute Pressure (MAP) Sensor Page 2233 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 3640 Camshaft Position Sensor: Service and Repair REMOVAL PROCEDURE Locations View 1. Turn OFF the ignition. 2. Remove the power steering pump. 3. Disconnect the sensor electrical connector. 4. Remove the attaching bolt. 5. Remove the sensor. 6. Inspect the sensor O-ring for wear, cracks or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 10813 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 5023 Electrical Symbols Part 4 Page 2772 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 8120 3. Apply Glass Adhesion Promoter, P/N 12378555 (in Canada, use P/N 88901239), to the glass in the area where you will install the antenna coupling. Follow the Glass Adhesion Promoter instructions on the product label. Important: ^ Align the outer antenna coupling with the inner coupling. ^ Do not touch the adhesive backing on the antenna coupling. 4. Remove the protective film from the adhesive backing on the outer antenna coupling. 5. Align the outer antenna coupling to the inner antenna coupling. 6. Press firmly on all 4 corners and on the center of the outer antenna coupling (5) in order to ensure proper adhesion to the glass (4). Hold pressure on the outer coupling (5) for 10 to 30 seconds. 7. Ensure that no gaps occur between the couplings (5, 2) and the glass (4). 8. Keep the vehicle dry. Allow 6 to 8 hours, at 15°C (60°F), for the adhesive to cure after installation. Disclaimer Wheel Bearing/Hub Replacement - Rear Wheel Bearing: Service and Repair Wheel Bearing/Hub Replacement - Rear Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assemblies. Notice: Do not hammer on brake drum as damage to the bearing could result. 3. Remove the brake drum. 4. Remove the hub and bearing assembly (4) from the axle (2). The top rear attaching bolt (5) and nut (1) will not clear the brake shoe (3) when removing the hub and bearing assembly. Partially remove the hub and bearing assembly prior to removing this bolt. 5. Disconnect the rear ABS wheel speed sensor wire connector. 6. Remove the hub and bearing assembly (4) from the vehicle. Installation Procedure 1. Connect the rear ABS wheel speed sensor wire connector. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the hub and bearing assembly (4). Position the top rear attaching bolt (5) in the hub and bearing assembly prior to the installation in the axle assembly (2). ^ Tighten the hub bolts to 85 Nm (62 ft. lbs.). 3. Install the brake drum. 4. Install the tires and wheels. 5. Lower the vehicle. Page 2945 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 917 Electrical Symbols Part 2 Page 1368 Steps 7-13 Page 2557 Temperature Gauge: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Diagrams. Page 6689 Electronic Brake Control Module: Service and Repair Electronic Brake Control Module (EBCM) Replacement Removal Procedure Notice: To prevent equipment damage, never connect or disconnect the wiring harness connection from the EBCM with the ignition switch in the ON position. 1. Raise and support the vehicle on a suitable hoist. Refer to Vehicle Lifting. 2. Remove the left engine splash shield. 3. Remove the Connector Position Assurance (CPA) (2) from the connector lock tab (1). 4. Push the lock tab (1) down and then move the sliding connector cover to the open position. 5. Disconnect the EBCM harness connector (2) from the EBCM (1). 6. Brush off any dirt or debris that has accumulated on the EBCM/BPMV assembly. Page 7234 Locations View Page 1623 Refrigerant: Service Precautions CAUTION: ^ Avoid breathing the A/C Refrigerant 134a (R-134a) and the lubricant vapor or the mist. Exposure may irritate the eyes, nose, and throat. Work in a well ventilated area. In order to remove R-134a from the A/C system, use service equipment that is certified to meet the requirements of SAE J 2210 (R-134a recycling equipment). If an accidental system discharge occurs, ventilate the work area before continuing service. Additional health and safety information may be obtained from the refrigerant and lubricant manufacturers. ^ For personal protection, goggles and gloves should be worn and a clean cloth wrapped around fittings, valves, and connections when doing work that includes opening the refrigerant system. If R-134a comes in contact with any part of the body severe frostbite and personal injury can result. The exposed area should be flushed immediately with cold water and prompt medical help should be obtained. Page 6347 Brake Bleeding: Service and Repair Master Cylinder Bench Bleeding Master Cylinder Bench Bleeding Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. 1. Secure the mounting flange of the brake master cylinder in a bench vise so that the rear of the primary piston is accessible. 2. Remove the master cylinder reservoir cap and diaphragm. 3. Install suitable fittings to the master cylinder ports that match the type of flare seat required and also provide for hose attachment. 4. Install transparent hoses to the fittings installed to the master cylinder ports, then route the hoses into the master cylinder reservoir. 5. Fill the master cylinder reservoir to at least the half-way point with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 6. Ensure that the ends of the transparent hoses running into the master cylinder reservoir are fully submerged in the brake fluid. 7. Using a smooth, round-ended tool, depress and release the primary piston as far as it will travel, a depth of about 25 mm (1 inches), several times. Observe the flow of fluid coming from the ports. As air is bled from the primary and secondary pistons, the effort required to depress the primary piston will increase and the amount of travel will decrease. 8. Continue to depress and release the primary piston until fluid flows freely from the ports with no evidence of air bubbles. 9. Remove the transparent hoses from the master cylinder reservoir. 10. Install the master cylinder reservoir cap and diaphragm. 11. Remove the fittings with the transparent hoses from the master cylinder ports. Wrap the master cylinder with a clean shop cloth to prevent brake fluid spills. 12. Remove the master cylinder from the vise. Spark Plug Gap Spark Plug: Specifications Spark Plug Gap Spark Plug Gap ................................................................................................................................... .................................................. 1.524mm (0.060 in) Page 9750 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 3885 Oxygen Sensor: Connector Views Heated Oxygen Sensor (HO2S) 1 Heated Oxygen Sensor (HO2S) 2 Page 7487 Inflation Pressure Conversion (Kilopascals to PSI) Tires with a higher than recommended pressure can cause the following conditions: ^ A hard ride ^ Tire bruising ^ Rapid tread wear at the center of the tire Tires with a lower than recommended pressure can cause the following conditions: ^ A tire squeal on turns ^ Hard steering ^ Rapid wear and uneven wear on the edge of the tread ^ Tire rim bruises and tire rim rupture ^ Tire cord breakage ^ High tire temperatures ^ Reduced vehicle handling ^ High fuel consumption ^ Soft riding Unequal pressure on the same axle can cause the following conditions: ^ Uneven braking ^ Steering lead ^ Reduced vehicle handling Refer to the Tire Placard for specific tire and wheel applications and tire pressures. All Seasons Tires Description Most GM vehicles are equipped with steel belted all-season radial tires as standard equipment. These tires qualify as snow tires, with a higher than average rating for snow traction than the non-all season radial tires previously used. Other performance areas, such as wet traction, rolling resistance, tread life, and air retention, are also improved. This is done by improvements in both tread design and tread compounds. These tires are identified by an M + S molded in the tire side wall after the tire size. The suffix MS is also molded in the tire side wall after the TPC specification number. The optional handling tires used on some vehicles now also have the MS marking after the tire size and the TPC specification number. P-metric Sized Tires Description Page 1163 Equivalents - Decimal And Metric Part 1 Page 8394 Diagnostic Tips Review Table Page 9876 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 4080 Camshaft Position Sensor: Service and Repair REMOVAL PROCEDURE Locations View 1. Turn OFF the ignition. 2. Remove the power steering pump. 3. Disconnect the sensor electrical connector. 4. Remove the attaching bolt. 5. Remove the sensor. 6. Inspect the sensor O-ring for wear, cracks or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE Page 3744 19. Identify what type of programming that you are performing. ^ Normal - This type of programming is for updating an existing calibration or programming a new controller. ^ Vehicle Configuration Index (VCI) - This selection is used if the vehicle VIN is unavailable or not recognized by the Techline terminal Observe, you will need to contact the Techline Customer Support center to use this option. ^ Reconfigure - This is to reconfigure a vehicle, such as tire size and axle ratio changes. 20. Select the appropriate calibration file. 21. Ensure all connections are secure. 22. Select Reprog to initiate the download of the new calibration to the Tech 2. 23. After the download is complete, turn OFF the Tech 2. 24. Disconnect the Tech 2 from the Techline terminal. 25. Install the Tech 2 to the data link connector (DLC). 26. Turn ON the Tech 2. 27. Turn ON the ignition, with the engine OFF. 28. Select Service Programming. IMPORTANT: DO NOT turn OFF the ignition if the programming procedure is interrupted or unsuccessful. Ensure that all the PCM and DLC connections are secure and the Techline operating software is up to date. Attempt to reprogram the control module. If the control module cannot be programmed, replace the control module. 29. Select Program. 30. After the download is complete EXIT Service Programming. 31. Turn OFF the ignition for 30 seconds. 32. Turn OFF the Tech 2. 33. If a control module is replaced the following service procedures must be performed: ^ CKP System Variation Learn Procedure. ^ Inspection/Maintenance (I/M) Complete System Set Procedure ^ Programming Theft Deterrent System Components ^ GM Oil Life System - Resetting Programming Verification 1. With a scan tool, clear the DTCs. 2. Attempt to start the engine. 3. Repeat the Service Programming procedure if the engine does not start or operates poorly. Perform the following procedures before programming the PCM: ^ Ensure the control module and DLC connections are OK. ^ Ensure the Techline operating software is up to date. ^ Ensure the calibration part number is correct for the vehicle. 4. Attempt to program the control module. If the control module still cannot be programmed properly, replace the control module. Off-Board Programming 1. Obtain the VIN of the vehicle for which the control module is being programmed. 2. With the Techline(R) terminal, select Service Programming. 3. Select Tech 2(R), Reprogram ECU, and Off-Board Programming Adapter as the ECU location. 4. Connect the control module, Off-Board Programming Adapter, and the Tech 2(R) as described on the Techline(R)(TM) terminal. Ensure you use the correct harness connector from the Off-Board Programming Adapter kit. 5. With the Tech 2(R), select Service Programming Request Information function. The Tech 2(R) communicates with the control module and receives the access code. 6. With the Tech 2(R)(TM), exit the Service Programming Request Information. 7. Disconnect the Tech 2(R) from the Off-Board Programming Adapter. 8. Connect the Tech 2(R) to the Techline(R) terminal. 9. Turn ON the Tech 2(R). 10. With the Techline(R) terminal, enter the VIN of the vehicle that will be receiving the control module. 11. The Techline(R) terminal will display the message, attaching to database. 12. Identify what type of programming that you are performing. 13. Select the appropriate calibration file. 14. Ensure all connections are secure. 15. The Techline(R) terminal displays a summary screen that summarizes your selections. After confirming you choices, the Techline(R) terminal automatically loads the calibration files to the Tech 2(TM). 16. After the download is complete, turn OFF the Tech 2(R). 17. Disconnect the Tech 2(R) from the Techline(R) terminal. 18. Connect the Tech 2(R) to the Off-Board Programming Adapter. 19. With the Tech 2(R), select Service Programming. IMPORTANT: DO NOT turn OFF the Off-Board Programming Adapter if the programming procedure is interrupted or unsuccessful. Ensure the control module and the Off-Board Programming Adapter connections are secure and the Techline(R) operating software is up to date. Attempt to reprogram the control module. If the control module cannot be programmed, replace the control module. Page 6772 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 10123 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 9772 Important: With the availability of this new fuel level sender kit, DO NOT replace the complete fuel level sender assembly, P/N 22683260. To insure correct installation, follow the instructions contained in the kit and the service procedure in the applicable Service Manual Parts Information Parts are expected to be available from GMSPO on April 10, 2003. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6771 Equivalents - Decimal And Metric Part 1 Page 520 Modular Fuel Sender And Fuel Tank Pressure Sensor Page 1299 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 7157 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns Page 9599 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2728 Body Control Module: Connector Views Body Control Module (BCM) C1 Page 3493 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Disconnect the intake air temperature (IAT) sensor electrical connector. 3. Disconnect the MAP sensor (1) electrical connector. 4. Remove the air inlet duct from the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing. INSTALLATION PROCEDURE 1. Install the MAF sensor (1) to the air filter housing. 2. Install the air inlet duct to the MAF sensor and the throttle body. 3. Connect the IAT sensor electrical connector. 4. Connect the MAF sensor electrical connector. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 11022 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 8683 Body Control Module (BCM) C2 Part 2 Page 1677 4. Connect the engine wiring harness connector to the junction block. NOTE: Refer to Fastener Notice in Cautions in Notices. 5. Install the bolts retaining the engine, IP, and forward lamp wiring harness connectors to the junction block. Tighten Tighten the electrical center junction block bolts to 7 N.m (62 lb in). 6. Connect the Instrument Panel (IP) wiring harness individual connectors to the junction block. Page 3232 Electrical Symbols Part 2 Underhood Electrical Center or Junction Block Replacement Fuse Block: Service and Repair Underhood Electrical Center or Junction Block Replacement REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the air cleaner assembly. 3. Remove the nut retaining the positive battery cable lead to the underhood electrical center, then reposition the cable lead away from the electrical center. 4. Remove the electrical center cover. 5. Remove all of the fuses and the relays. 6. Reach under the front of the electrical center and press up on the relief in order to release the retainer tab. 7. While pressing up, slide the electrical center forward. Page 4111 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 7412 Suspension Strut / Shock Absorber: Specifications Rear Suspension Strut Nut 52 ft. lbs. Strut Mount-to-Body Bolt 18 ft.lbs. Strut Mount-to-Body Nut 18 ft. lbs. Strut-to-Knuckle Nut 89 ft. lbs. Page 7052 C130 Page 5555 16. Lower the engine with the engine support fixture. 17. Raise the vehicle. 18. Remove the transmission side cover lower bolts. 19. Remove the transmission side cover. Installation Procedure 1. Install the transmission side cover. Notice: Refer to Fastener Notice in Service Precaution. 2. Hand start the transmission side cover lower bolts. - Tighten the side cover bolts and stud to 28 Nm (22 ft. lbs.). 3. Lower the vehicle. 4. Raise the engine with the engine support fixture. 5. Raise the vehicle. 6. Install the transmission mount. 7. Install the frame. 8. Install the wheel drive shaft to the transmission. 9. Install the left inner fender liner. 10. Install the left front tire and wheel. 11. Lower the vehicle. Refer to Vehicle Lifting. 12. Remove the engine support fixture. 13. Hand start the transmission side cover upper bolts. - Tighten the side cover bolts and stud to 28 Nm (22 ft. lbs.). 14. Install the PNP switch. Page 2837 Ignition Control Module (ICM) C2 Service and Repair Fog/Driving Lamp Relay: Service and Repair REMOVAL PROCEDURE 1. Open the passenger front door. 2. Remove the right side IP End Cover. 3. Remove the fog lamp relay from the electrical center. INSTALLATION PROCEDURE 1. Install the fog lamp relay to the electrical center. 2. Install the right side IP End Cover. 3. Close the passenger front door. Page 5582 Channel Plate: Specifications Channel Plate to Case-M6 x 1.0 x 28.0 (Qty 6) .................................................................................................................................. 12 Nm (106 inch lbs.) Channel Plate to Case-M6 x 1.0 x 63.0 (Qty 2) ................................................................................................................................... 12 Nm (106 inch lbs.) Channel Plate to Driven Sprocket Support-M6 x 1.0 x 28.0 (Qty 2) ..................................... .............................................................................................................................................................. .14 Nm(124 inch lbs.) Spacer, Channel Plate to Driven Sprocket Support-M6 x 1.0 x 70.0 (Qty 2) ......................................................................................................................................................... 14 Nm (124 inch lbs.) Page 7258 6. Slide the shock dampener (2) forward onto the rack. Important: Threads must be clean prior to LOCTITE application. Check LOCTITE, or equivalent, container for expiration date. Use only enough LOCTITE to evenly coat threads. If male rack and female inner tie rod (1) do not apply LOCTITE. 7. If female rack and male inner tie rod (1), apply LOCTITE 262, or equivalent, to the inner tie rod threads. 8. Attach the inner tie rod (1) onto the rack. Notice: Refer to Pipe Wrench Positioning Notice in Service Precautions. 9. Place a pipe wrench on the rack next to the inner tie rod housing (4). 10. Place a torque wrench and J 34028 on the flats of the inner tie rod housing (7). ^ Tighten the inner tie rod to 100 Nm (74 ft. lbs.). 11. Place the inner tie rod assembly (2) in a vise. Important: If female rack (1) and male inner tie rod (2) do not stake. If male rack (1) and female inner tie rod (2) you must stake. 12. Stake both sides of the female inner tie rod assembly housing to the male rack. Page 2134 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 9472 Important: Do not touch the adhesive backing. 7. Apply even pressure to the rear spoiler to allow for proper adhesion to the rear compartment lid. 8. Install the rear compartment lid spoiler nuts. Tighten the nuts to 5 N.m (44 lb in). 9. Connect the high-mounted stop lamp electrical connector. 10. Close the rear compartment. Page 6530 Brake Bleeding: Service and Repair Hydraulic Brake System Bleeding (Pressure) Hydraulic Brake System Bleeding (Pressure) ^ Tools Required ^ J 29532 Diaphragm Type Brake Pressure Bleeder, or equivalent ^ J 35589-A Master Cylinder Bleeder Adapter Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to prevent brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, you must perform the following steps: 3.1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 3.2. With the rear brake pipe installed securely to the master cylinder, loosen and separate the front brake pipe from the front port of the brake master cylinder. 3.3. Allow a small amount of brake fluid to gravity bleed from the open port of the master cylinder. 3.4. Reconnect the brake pipe to the master cylinder port and tighten securely. 3.5. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 3.6. Loosen the same brake pipe to purge air from the open port of the master cylinder. 3.7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 3.8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the master cylinder. 3.9. With the front brake pipe installed securely to the master cylinder - after all air has been purged from the front port of the master cylinder loosen and separate the rear brake pipe from the master cylinder, then repeat steps 3.3-3.8. 3.10. After completing the final master cylinder port bleeding procedure, ensure that both of the brake pipe-to-master cylinder fittings are properly tightened. 4. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install the J 35589-A to the brake master cylinder reservoir. 6. Check the brake fluid level in the J 29532, or equivalent. Add Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container as necessary to bring the level to approximately the half-full point. 7. Connect the J29532, or equivalent, to the J 35589-A. 8. Charge the J29532, or equivalent, air tank to 17 - 205 kPa (25 - 30 psi). 9. Open the J29532, or equivalent, fluid tank valve to allow pressurized brake fluid to enter the brake system. 10. Wait approximately 30 seconds, then inspect the entire hydraulic brake system in order to ensure that there are no existing external brake fluid leaks. Any brake fluid leaks identified require repair prior to completing this procedure. 11. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 12. Install a transparent hose over the end of the bleeder valve. 13. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 14. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. Allow fluid to flow until air bubbles stop flowing from the bleeder, then tighten the bleeder valve. 15. With the right rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the right rear hydraulic circuit install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 16. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 17. With the left front wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left front hydraulic circuit install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 18. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 19. With the left rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left rear hydraulic circuit- install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve 20. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 21. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 22. Close the J 29532, or equivalent, fluid tank valve, then disconnect the J 29532, or equivalent, from the J 35589-A. 23. Remove the J 35589-A from the brake master cylinder reservoir. Page 293 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 2504 Engine Coolant Temperature (ECT) Sensor Page 263 PCM Connector C2 Part 3 Locations Locations View Page 10137 Center Mounted Brake Lamp: Service and Repair High Mounted Stop Lamp Replacement (Spoiler Mounted) REMOVAL PROCEDURE IMPORTANT: The lamp assembly has no serviceable bulbs. You must replace the assembly as a unit. 1. Remove the spoiler. 2. Remove the spoiler mounted stop lamp retaining screws. 3. Remove the stop lamp from the spoiler. INSTALLATION PROCEDURE 1. Install the stop lamp to the spoiler. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the spoiler mounted stop lamp retaining screws. Tighten Tighten the screws to 2 N.m (18 lb in). 3. Install the spoiler. Page 6688 Page 3876 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3662 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Page 10584 For vehicles repaired under warranty, use the table. Disclaimer Page 8335 Page 3728 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 3563 Electrical Symbols Part 3 Page 6779 7. Remove the generator bracket bolts (1-3). 8. Remove the generator bracket. INSTALLATION PROCEDURE 1. Install the generator bracket. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the generator bracket bolts (1-3). Tighten Tighten the bolts in sequence (1,2,3) to 50 N.m 37 (37 lb ft). Page 487 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 5410 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 3701 Engine Control Module: Locations The PCM is below the I/P, behind the LH hush panel. Page 5818 Transmission Position Switch/Sensor: Specifications Park/Neutral Position Switch to Case ....................................................................................................................................................... 24 Nm (18 ft. lbs.) Page 9755 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 3675 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. LH IP Fuse Block LH IP Fuse Block Page 7164 Alignment: Description and Operation Caster Description Caster is the tilting of the uppermost point of the steering axis either forward or backward, when viewed from the side of the vehicle. A backward tilt is positive (+) and a forward tilt is negative (-). Caster influences directional control of the steering but does not affect the tire wear and is not adjustable on this vehicle. Caster is affected by the vehicle height, therefore it is important to keep the body at its designed height. Overloading the vehicle or a weak or sagging rear spring will affect caster. When the rear of the vehicle is lower than its designated trim height, the front suspension moves to a more positive caster. If the rear of the vehicle is higher than its designated trim height, the front suspension moves to a less positive caster. With too little positive caster, steering may be touchy at high speed and wheel returnability may be diminished when coming out of a turn. If one wheel has more positive caster than the other, that wheel will pull toward the center of the vehicle. This condition will cause the vehicle to pull or lead to the side with the least amount of positive caster. Camber Description Camber is the tilting of the wheels from the vertical when viewed from the front of the vehicle. When the wheels tilt outward at the top, the camber is positive (+). When the wheel tilts inward at the top, the camber is negative (-). The amount of tilt is measured in degrees from the vertical. Camber settings influence the directional control and the tire wear. Too much positive camber will result in premature wear on the outside of the tire and cause excessive wear on the suspension parts. Too much negative camber will result in premature wear on the inside off the tire and cause excessive wear on the suspension parts. Unequal side-to-side camber of 1 degree or more will cause the vehicle to pull or lead to the side with the most positive camber. Toe Description Page 3958 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Page 2660 1. Install the exhaust muffler. 2. Connect the exhaust muffler rear hanger insulators to the exhaust muffler. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the exhaust muffler to the intermediate pipe. Tighten the exhaust muffler nuts to 50 Nm (37 ft. lbs.). 4. Lower the vehicle. 5. Inspect the exhaust system for leaks and underbody contact. Page 8069 Impact Sensor: Service and Repair INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE REPLACEMENT CAUTION: ^ Be careful when you handle a Sensing And Diagnostic Module (SDM). Do not strike or jolt the SDM. Before applying power to the SDM: ^ Remove any dirt, grease, etc. from the mounting surface ^ Position the SDM horizontally on the mounting surface ^ Point the arrow on the SDM toward the front of the vehicle ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. ^ If any water enters the vehicle's interior up to the level of the carpet or higher and soaks the carpet, the Sensing And Diagnostic Module (SDM) and the SDM harness connector may need to be replaced. The SDM could be activated when powered, which could cause deployment of the air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must be disabled. Refer to Disabling the SIR System. With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant soaking or evidence of significant soaking is detected, you must perform the following tasks: 1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4. Replace the SDM. Failure to follow these tasks could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Removal Procedure 1. Disable the SIR system. Refer to Air Bag(s) Arming and Disarming. 2. Remove the front passenger seat. 3. Remove the passenger front carpet retainer. 4. Fold back the carpet in order to access the inflatable restraint Sensing and Diagnostic Module (SDM). 5. Remove the Connector Position Assurance (CPA) (2) from the inflatable restraint Sensing and Diagnostic Module (SDM) harness connector (3). 6. Disconnect the SDM harness connector (3) from the SDM (5). 7. Remove the SDM mounting fasteners (1). 8. Remove the SDM (5) from the vehicle. Installation Procedure Page 8463 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 9574 Body - TPO Fascia Cleaning Prior to Painting Rear Bumper Cover / Fascia: Technical Service Bulletins Body - TPO Fascia Cleaning Prior to Painting INFORMATION Bulletin No.: 08-08-51-002 Date: March 12, 2008 Subject: New Primer For TPO Fascias and Affected Cleaning Process of Painting Operation Models: 2009 and Prior Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 The purpose of this bulletin is to inform the technician that General Motors has made a change in the primer it uses for TPO plastic for service parts. This new primer comes in several different colors from five different suppliers. This change affects the cleaning process of the painting operation. The new process is as follows. 1. Wash with soap and water. 2. Clean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). Check with your paint supplier for product recommendations. 3. Scuff sand per your paint suppliers recommendations. Note: The use of a solvent-type cleaner will soften, or begin to dissolve the primer. Base coats do not have any affect on this primer. 4. Reclean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). All fascias, with the exception of the Corvette, Camaro, and Cadillac XLR, are made of TPO. You may find other TPO parts with this primer. If the technician has a question as to the type of plastic they are painting, inspect the back of the part for the plastic symbol (TPO). Disclaimer Page 5592 interchangeable. Important: The wear plate (640) and input thrust washer (660) are not required with the new sprag. Use of the thrust washer and wear plate with the new sprag assembly will cause a misbuild (correct end play cannot be obtained). Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 4851 Mass Air Flow (MAF) Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Engine - GM dexos 1 and dexos 2(R) Oil Specifications Engine Oil: Technical Service Bulletins Engine - GM dexos 1 and dexos 2(R) Oil Specifications INFORMATION Bulletin No.: 11-00-90-001 Date: March 14, 2011 Subject: Global Information for GM dexos1(TM) and GM dexos2(TM) Engine Oil Specifications for Spark Ignited and Diesel Engines, Available Licensed Brands, and Service Fill for Adding or Complete Oil Change Models: 2012 and Prior GM Passenger Cars and Trucks Excluding All Vehicles Equipped with Duramax(TM) Diesel Engines GM dexos 1(TM) Information Center Website Refer to the following General Motors website for dexos 1(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 1(TM) Engine Oil Trademark and Icons The dexos(TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos‹›(TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos‹›(TM) specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 1(TM) engine oil. GM dexos 1(TM) Engine Oil Specification Important General Motors dexos 1(TM) engine oil specification replaces the previous General Motors specifications GM6094M, GM4718M and GM-LL-A-025 for most GM gasoline engines. The oil specified for use in GM passenger cars and trucks, PRIOR to the 2011 model year remains acceptable for those previous vehicles. However, dexos 1(TM) is backward compatible and can be used in those older vehicles. In North America, starting with the 2011 model year, GM introduced dexos 1(TM) certified engine oil as a factory fill and service fill for gasoline engines. The reasons for the new engine oil specification are as follows: - To meet environmental goals such as increasing fuel efficiency and reducing engine emissions. - To promote long engine life. - To minimize the number of engine oil changes in order to help meet the goal of lessening the industry's overall dependence on crude oil. dexos 1(TM) is a GM-developed engine oil specification that has been designed to provide the following benefits: - Further improve fuel economy, to meet future corporate average fuel economy (CAFE) requirements and fuel economy retention by allowing the oil to maintain its fuel economy benefits throughout the life of the oil. - More robust formulations for added engine protection and aeration performance. Page 869 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 3362 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 7690 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 3670 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 3101 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 2913 Camshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 2347 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 1742 2. Fill the injury (puncture) to keep moisture out. 3. Seal the inner liner with a repair unit to prevent air loss. External Inspection 1. Prior to demounting, inspect the tire surface, the valve and the wheel for the source of the leak by using a water and soap solution. Mark the injured area and totally deflate the tire by removing the valve core. 2. Demount the tire from the wheel and place the tire on a well-lighted spreader. Internal Inspection 1. Spread the beads and mark the puncture with a tire crayon. 2. Inspect the inner tire for any signs of internal damage. 3. Remove the puncturing object, noting the direction of the penetration. 4. Probe the injury with a blunt awl in order to determine the extent and direction of the injury. 5. Remove any loose foreign material from the injury. 6. Punctures exceeding 6.35 mm (1/4") should not be repaired. Cleaning 1. Clean the area around the puncture thoroughly with a proper liner cleaner, clean cloth and a scraper. This step serves to remove dirt and mold lubricants to insure proper adhesion and non-contamination of the buffing tool. 2. Refer to information on the product or manufacturer's Material Safety Data Sheet and follow guidelines for handling and disposal. Clean the Injury Channel Page 4267 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 4081 Locations View 1. Lubricate the O-ring with clean engine oil. Replace the O-ring if the O-ring is damaged. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the camshaft position sensor. Tighten Tighten the retaining bolt to 8 N.m (71 lb in). 3. Connect the sensor electrical connector. 4. Install the power steering pump. Page 788 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Service and Repair Radiator Drain Plug: Service and Repair Drain Cock Replacement Removal Procedure 1. Raise the vehicle. Refer to Vehicle Lifting. 2. Drain the coolant. 3. Pull the Drain Cock out of the radiator body. 4. Clean or replace the seal and the stem as necessary. Installation Procedure 1. Return the Drain Cock to the radiator body. 2. Use a 1/4 inch square drive or a 3/16 inch hex drive in order to close the radiator drain valve. 3. Refill the cooling system. 4. Lower the vehicle. Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4603 Electrical Symbols Part 1 Page 2933 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 3181 Transmission Position Switch/Sensor: Service and Repair PNP Switch Replacement Removal Procedure 1. Disconnect the switch electrical connector. 2. Remove the attaching bolts. 3. Remove the park/neutral position switch assembly. Installation Procedure Page 3354 Electrical Symbols Part 2 Page 7285 7. Use the emery cloth supplied in the service kit to remove the sharp edge on the knuckle shown above. The graphic on the left shows the " before sanding" knuckle and the exploded graphic on the right shows the "after sanded" knuckle. 8. Ensure that the sharp edge and the flashing on the knuckle are removed from the outer tie rod end boot/seal area. 9. Install the new outer tie rod end supplied in the service kit by screwing the outer tie rod end onto the inner tie rod end assembly. Turn the outer tie rod end as many turns as it took to remove the old outer tie rod end from the inner tie rod end assembly. 10. Install the prevailing torque nut to the outer tie rod assembly. Tighten Tighten the prevailing torque nut to 30 N.m (22 lb ft). Tighten the prevailing torque nut an additional 115 degrees of rotation. 11. "Hand Tighten" the jam nut at this time. 12. Install the tire and wheel assembly. 13. Lower the vehicle. 14. Inspect the front toe and adjust if necessary. 15. Tighten the jam nut against the outer tie rod assembly. Tighten Tighten the jam nut to 68 N.m (50 lb ft). Page 9847 Oil Pressure Sender: Locations Locations View A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Valve Body: Customer Interest A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Incorrect Transmission Shifts, Poor Engine Performance, Harsh 1-2 Upshifts, Slips 1st and Reverse, Torque Converter Clutch (TCC) Stuck Off/On, DTCs P0757, P0741, P0742, P0730, P0756 # 02-07-30-013E - (May 20, 2005) Models: 2001-2005 GM Passenger Cars with 4T65-E Automatic Transmission 2001-2005 Buick Rendezvous 2005 Buick Terraza 2001-2004 Chevrolet Venture 2005 Chevrolet Uplander 2001-2004 Oldsmobile Silhouette 2001-2005 Pontiac Aztek, Montana 2005 Saturn Relay with 4T65-F Transmission (RPOs M15, MN3, MN7, M76) This bulletin is being revised to include additional diagnostic information and clarify model usage. Please discard Corporate Bulletin Number 02-07-30-013D (Section 07 -- Transmission/Transaxle). Condition Some owners may comment on any one or more of the following conditions: ^ The SES lamp is illuminated. ^ The transmission slips. ^ The transmission does not shift correctly, is very difficult to get the vehicle to start moving or the engine lacks the power to move the vehicle. ^ Poor engine performance. Cause The most likely cause of the various conditions may be chips or debris: ^ All years--Pressure Reg. Valve (Bore 1) or Torque Signal Valve (Bore 4) stuck ^ On 2001-2002 vehicles, a plugged orifice on the case side of the spacer plate. ^ ON 2003-2005 vehicles, restricted movement of the 2-3 shift valves in the valve body. ^ On 2003-2005 vehicles, restricted movement of the 3-4 shift valves in the valve body. Technician Diagnosis and Correction ^ The technician's road test reveals the vehicle launches in third or fourth gear (high RPM with slow vehicle acceleration). ^ On 2001-2002 vehicles, a DTC P0756 or P0757 may be stored. ^ On 2003-2005 vehicles, a DTC P0730, P0741, P0748 or P0757 may be stored. ^ Refer to the appropriate Service Information (SI) for additional Diagnostic Assistance. ^ With a Tech 2(R) connected to the vehicle, road test the vehicle and perform the following steps: If the above symptoms are present proceed with the following steps. 1. With the valve body removed and on a workbench, carefully push the valve against spring pressure to check if the valve will snap back to the original position. Or for the valves seated in home position, use a small flat-bladed screwdriver and carefully pry the valve off its seat, quickly remove the screwdriver allowing the valve to return to its seat. If the valve does not snap back unencumbered, then the valve will need to be removed from the valve body. Page 522 Fuel Gauge Sender: Description and Operation Fuel Level Sensor The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the class 2 circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 5084 Knock Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Diagrams Instrument Panel Compartment Lamp/Switch Page 5026 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 1898 Note: The vehicles shown must not be towed backwards or transmission damage may occur. Towing Procedure Note: Failure to follow these instructions may result in damage to the transmission. Important: The towing speed as stated in the Owner's Manual should not exceed 104 km/h (65 mph) for 1995-2005 vehicles. In order to properly dinghy tow the vehicle, follow these steps: 1. Firmly set the parking brake. 2. Open the fuse panel and pull the fuse(s) indicated in the Owner's Manual section detailing towing your vehicle. This prevents the instrument panel (IP) and/or electronic PRNDL indicator from draining the battery. 3. Securely attach the vehicle to the tow vehicle. 4. Turn the ignition key to the OFF position, which is one position forward of LOCK. Unlocking the steering column allows for proper movement of the front wheels and tires during towing. For 1997-1999 Cutlass, 1997-2003 Malibu, 2004-2006 Chevrolet Classic and 1999-2004 Alero/Grand Am models, turn the ignition switch to the accessory (ACC) position, which is one position forward of OFF. This position unlocks the transaxle. 5. Shift the transmission to Neutral (N). Note: Page 9190 Paint: Application and ID Paint Identification Paint Identification Caution: Exposure to isocyanates during paint preparation and application processes can cause severe breathing problems. Read and follow all of the instructions from the manufacturers of painting materials, equipment, and protective gear. Important: Always refer to the GM Approved Refinish Materials book GM P/N 4901M-D. This book identifies the paint systems you may use. The basecoat/clearcoat paint is factory applied in the following 4 layers in order to give the finish a high gloss look: * A cathodic immersion primer * A primer/surfacer * A basecoat * A clear top coat (clearcoat) Refer to Label - Service Parts ID in order to identify the type of top coat on the vehicle. This label contains all paint related information for the vehicle. This includes paint technology, paint codes, trim level, and any special order paint colors. Page 536 Electrical Symbols Part 3 Page 1536 10. Remove the nut holding the compressor hose assembly to the accumulator. 11. Remove the compressor hose assembly from the accumulator. 12. Remove and discard the seal washer. 13. Remove the block fitting bolt from the compressor. 14. Remove the compressor hose assembly from the compressor. 15. Remove and discard the seal washers. INSTALLATION PROCEDURE Page 5056 6. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 8606 Important: With the availability of this new fuel level sender kit, DO NOT replace the complete fuel level sender assembly, P/N 22683260. To insure correct installation, follow the instructions contained in the kit and the service procedure in the applicable Service Manual Parts Information Parts are expected to be available from GMSPO on April 10, 2003. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Locations Locations View Page 2058 Engine Mount: Service and Repair Engine Mount Replacement Removal Procedure 1. Support the engine by the oil pan. 2. Remove and position cruise control module aside. 3. Remove the engine mount to engine mount bracket bolts. 4. Remove the engine mount to body nuts. 5. Remove the engine mount. Installation Procedure 1. Install the engine mount. Page 268 Engine Control Module: Service and Repair Powertrain Control Module Programming and Setup Before Programming a Control Module IMPORTANT: ^ Do NOT program a control module unless you are directed by a service procedure or you are directed by a General Motors Corporation service bulletin. Programming a control module at any other time will not permanently correct a customer's concern. ^ The Off-Board Programming is used in situations where a control module must be programmed without having the vehicle present. The Off-Board Programming Adapter must be used to perform the Off-Board Programming procedure. The adapter allows the control module to power up and allows the Tech 2 to communicate with the control module. ^ DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. Ensure that all connections are secure at the following locations: ^ The Off-Board Programming Adapter ^ The Tech 2 ^ The control module ^ The Techline terminal IMPORTANT: Do NOT program a control module unless you are directed by a service procedure or you are directed by a General Motors Corporation service bulletin. Programming a control module at any other time will not permanently correct a customers concern. Ensure the following conditions are met before programming a control module: Vehicle system voltage ^ Vehicle system voltage There is not a charging system concern. All charging system concerns must be repaired before programming a control module. - Battery voltage is greater than 12 volts but less than 16 volts. The battery must be charged before programming the control module if the battery voltage is low. - A battery charger is NOT connected to the vehicle's battery. Incorrect system voltage or voltage fluctuations from a battery charger, may cause programming failure or control module damage. - Turn OFF or disable any system that may put a load on the vehicle's battery, such as the following components: ^ Twilight sentinel ^ Interior lights ^ Daytime running lights (DRL)-Applying the parking brake, on most vehicles, disables the DRL system. Refer to the Owners manual. ^ Heating, ventilation, and air conditioning (HVAC) systems ^ Engine Cooling fans, etc. ^ The ignition switch is in the proper position. The scan tool prompts you to turn ON the ignition, with the engine OFF. Do NOT change the position of the ignition switch during the programming procedure, unless instructed to do so. ^ All tool connections are secure, including the following components and circuits: The RS-232 - The connection at the data link connector (DLC) - The voltage supply circuits ^ DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. Remote Programming 1. Turn OFF the ignition. 2. Install the Tech 2 to the data link connector (DLC). 3. Turn ON the ignition, with the engine OFF. 4. Turn OFF all of the vehicle accessories. 5. With the Tech 2, select Service Programming. 6. Identify vehicle information as requested by the Tech 2. 7. Select the type of module you are programming. 8. Select the type of programming to be performed. 9. Verify the displayed VIN with the vehicle VIN. If the displayed VIN does not match the actual VIN, write down the actual VIN and correct the VIN at the Techline terminal. 10. When complete, Exit Service Programming. 11. Turn OFF the Tech 2 and disconnect the Tech 2 from the vehicle. 12. Turn OFF the ignition. 13. Connect the Tech 2 to the Techline terminal 14. Select Service Programming. 15. Select Tech 2 as the tool you are using. 16. Select the type of programming to be performed. 17. Verify the displayed VIN with the vehicle VIN Correct the VIN as necessary. 18. Select the type of module you are programming. Page 9987 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 3787 ^ Scan tool power battery positive voltage at terminal 16. ^ Scan tool power ground at terminal 4. ^ Common signal ground at terminal 5. The scan tool will power up with the ignition Off. Some modules however, will not communicate unless the ignition is On and the power mode master (PMM) module sends the appropriate power mode message. TEST DESCRIPTION Steps 1-4 The number below refers to the step number on the diagnostic table. 4. If the battery positive voltage and ground circuits of the DLC are functioning properly. The malfunction must be due to the scan tool. Brakes - Wheel Cylinder Inspection Guidelines Wheel Cylinder: Technical Service Bulletins Brakes - Wheel Cylinder Inspection Guidelines Bulletin No.: 03-05-24-001A Date: March 21, 2005 INFORMATION Subject: Service Information Regarding Rear Brake Drum Wheel Cylinder Inspections Models: 2005 and Prior GM Passenger Cars and Trucks 2005 and Prior Saturn Vehicles with Rear Drum Brakes Supercede: This bulletin is being revised add model years and include all GM vehicles. Please discard Corporate Bulletin Number 03-05-24-001 (Section 03 - Suspension). This bulletin provides information on proper inspection of rear drum brake wheel cylinders. Important: It is not recommended that dust boots be removed during inspection processes as dirt and debris could contaminate the wheel cylinder bore causing premature wear of the wheel cylinder. In addition, most bores should look damp and some lubricant may drip out from under the boot as a result of lubricant being present. All rear drum brake wheel cylinders are assembled with a lubricant to aid in assembly, provide an anti-corrosion coating to the cylinder bore, and lubricate internal rubber components. As a result of this lubrication process, it is not uncommon for some amount of lubricant to accumulate at the ends of the cylinder under the dust boot. Over time, the lubricant may work its way to the outside of the boot and cause an area of the boot to look damp. Evidence of a damp area on the boot does not indicate a leak in the cylinder. However, if there is excessive wetness (i.e. drips) coming from the boot area of the wheel cylinder, it could indicate a brake hydraulic fluid leak requiring wheel cylinder replacement. (Refer to the Wheel Cylinder Replacement procedures in the appropriate Service Manual.) Disclaimer Page 4335 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 9515 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 796 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3224 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Disconnect the intake air temperature (IAT) sensor electrical connector. 3. Disconnect the MAP sensor (1) electrical connector. 4. Remove the air inlet duct from the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing. INSTALLATION PROCEDURE 1. Install the MAF sensor (1) to the air filter housing. 2. Install the air inlet duct to the MAF sensor and the throttle body. 3. Connect the IAT sensor electrical connector. 4. Connect the MAF sensor electrical connector. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 9150 Memory Positioning Systems: Description and Operation Vehicle Personalization Automatic Door Locks (Manual Trans) The following are the modes of operation for the automatic door locks feature: ^ Mode 1: All of the doors lock when the vehicle speed exceeds 8 km/h (5 mph). All of the doors will unlock when the transaxle is shifted into REVERSE and the key is turned to OFF. ^ Mode 2: if equipped with RKE All of the doors lock when the vehicle speed exceeds 8 km/h (5 mph). Only the driver door unlocks when the transaxle is shifted into REVERSE the key is turned to OFF. ^ Mode 3: All of the doors lock when the vehicle speed exceeds 8 km/h (5 mph). No automatic door unlock. ^ Mode 4: No automatic door lock or unlock. Automatic Door Locks (Automatic Trans) The following are the modes of operation for the automatic door locks feature: ^ Mode 1: All of the doors lock when the vehicle is shifted out of PARK. All of the doors unlock when the vehicle is shifted into PARK and the key is turned to OFF. ^ Mode 2: All of the doors lock when the vehicle is shifted out of PARK. Only the driver door unlocks when the vehicle is shifted into PARK and the key is turned to OFF. ^ Mode 3: All of the doors lock when the vehicle is shifted out of PARK. No automatic door unlock. ^ Mode 4: The automatic door lock feature is disabled. Enter Programming To enter the programming mode, perform the following actions: 1. On a vehicle with a manual trans, place the trans in REVERSE. Apply the park brake. 2. Close all of the doors. 3. Turn the ignition to the RUN position. Automatic Door Locks Continue with the following steps in order to personalize the automatic door locks: 1. Press hold the LOCK button on the power door lock switch for 10 seconds. The vehicle will chime with the number of chimes corresponding to the current mode. Refer to Automatic Door Locks modes. 2. Press and hold the LOCK button on the power door lock switch for 10 seconds again in order to advance to the next mode. The vehicle will chime with the number of chimes corresponding to the mode. 3. Continue to press and hold the LOCK button on the transmitter until the desired mode is reached. Remote Activation Verification Continue with the following steps in order to personalize the horn for the remote activation verification feature: 1. Press and hold the power door lock switch in the UNLOCK position for 10 seconds. The horn will chirp when the horn setting for the remote activation verification has changed between disable and enable. 2. Press and hold the power door lock switch in the UNLOCK position for 10 seconds again to change the horn setting back to the original setting. The horn will chirp when the horn setting for the remote activation verification has changed. Exit Programming Any of the following list of events will cause the programming sequence to be terminated: ^ The ignition is moved from the RUN position. ^ The vehicle is shifted out of REVERSE for vehicles with a manual trans. ^ The park brake is released for vehicles with a manual trans. Chime Level Adjustment In order to adjust the chime level, perform the following steps: 1. Turn the ignition ON. 2. Turn the radio OFF. 3. Press and hold the radio push-button 6 until either LOUD or NORMAL appears on the radio display. The chime sounds 3 times for each volume change. 4. To toggle the setting, press and hold the radio push-button 6 again. Additional Information For more information on the personalization features, refer to one of the following description and operations: ^ Refer to Power Door Locks Description and Operation in Doors for more information about the automatic door lock feature. ^ Refer to Keyless Entry System Description and Operation in keyless Entry for more information about the remote activation verification feature. Manifold Absolute Pressure (MAP) Sensor Diagnosis Manifold Pressure/Vacuum Sensor: Testing and Inspection Manifold Absolute Pressure (MAP) Sensor Diagnosis CIRCUIT DESCRIPTION The manifold absolute pressure (MAP) sensor responds to pressure changes in the intake manifold which gives an indication of the engine load. The MAP sensor has the following circuits: ^ A 5-volt reference circuit ^ A low reference circuit ^ A signal circuit The powertrain control module (PCM) supplies 5 volts to the MAP sensor on the 5-volt reference circuit and provides a ground on the low reference circuit. The MAP sensor provides a signal to the PCM on the signal circuit which is relative to the pressure changes in the manifold. With low MAP such as during idle or deceleration, the PCM should detect a low signal voltage. With high MAP such as ignition ON, with the engine OFF or wide open throttle (WOT), the PCM should detect a high signal voltage. Certain vehicle models will also use the MAP sensor in order to calculate the barometric pressure (BARO) when the ignition switch is turned ON, with the engine OFF. The BARO reading may also be updated whenever the engine is operated at WOT. The PCM monitors the MAP sensor signal for voltage outside of the normal range. If the PCM detects a MAP sensor signal voltage that is excessively high, DTC P0108 will set. IF the PCM detects a MAP sensor signal voltage that is excessively low, DTC P0107 will set. DIAGNOSTIC AIDS Inspect for the following conditions: ^ Restrictions in the MAP sensor vacuum source ^ MAP sensor seal missing or damaged ^ Vacuum hoses disconnected, damaged, or incorrectly routed ^ Intake manifold vacuum leaks ^ Vacuum leaks at the throttle body ^ Vacuum leaks at the exhaust gas recirculation (EGR) valve flange and pipes TEST DESCRIPTION Page 4107 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Cooling System, A/C - Aluminum Heater Cores/Radiators Heater Core: Technical Service Bulletins Cooling System, A/C - Aluminum Heater Cores/Radiators INFORMATION Bulletin No.: 05-06-02-001A Date: July 16, 2008 Subject: Information On Aluminum Heater Core and/or Radiator Replacement Models: 2005 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2005 HUMMER H2 Supercede: This bulletin is being revised to update the Warranty Information. Please discard Corporate Bulletin Number 05-06-02-001 (Section 06 - Engine/Propulsion System). Important: 2004-05 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX-COOL(R). Refer to the flushing procedure explained later in this bulletin. The following information should be utilized when servicing aluminum heater core and/or radiators on repeat visits. A replacement may be necessary because erosion, corrosion, or insufficient inhibitor levels may cause damage to the heater core, radiator or water pump. A coolant check should be performed whenever a heater core, radiator, or water pump is replaced. The following procedures/ inspections should be done to verify proper coolant effectiveness. Caution: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if the radiator cap or surge tank cap is removed while the engine and radiator are still hot. Important: If the vehicle's coolant is low, drained out, or the customer has repeatedly added coolant or water to the system, then the system should be completely flushed using the procedure explained later in this bulletin. Technician Diagnosis ^ Verify coolant concentration. A 50% coolant/water solution ensures proper freeze and corrosion protection. Inhibitor levels cannot be easily measured in the field, but can be indirectly done by the measurement of coolant concentration. This must be done by using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale), or equivalent, coolant tester. The Refractometer uses a minimal amount of coolant that can be taken from the coolant recovery reservoir, radiator or the engine block. Inexpensive gravity float testers (floating balls) will not completely analyze the coolant concentration fully and should not be used. The concentration levels should be between 50% and 65% coolant concentrate. This mixture will have a freeze point protection of -34 degrees Fahrenheit (-37 degrees Celsius). If the concentration is below 50%, the cooling system must be flushed. ^ Inspect the coolant flow restrictor if the vehicle is equipped with one. Refer to Service Information (SI) and/or the appropriate Service Manual for component location and condition for operation. ^ Verify that no electrolysis is present in the cooling system. This electrolysis test can be performed before or after the system has been repaired. Use a digital voltmeter set to 12 volts. Attach one test lead to the negative battery post and insert the other test lead into the radiator coolant, making sure the lead does not touch the filler neck or core. Any voltage reading over 0.3 volts indicates that stray current is finding its way into the coolant. Electrolysis is often an intermittent condition that occurs when a device or accessory that is mounted to the radiator is energized. This type of current could be caused from a poorly grounded cooling fan or some other accessory and can be verified by watching the volt meter and turning on and off various accessories or engage the starter motor. Before using one of the following flush procedures, the coolant recovery reservoir must be removed, drained, cleaned and reinstalled before refilling the system. Notice: ^ Using coolant other than DEX‐COOL(R) may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50,000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX‐COOL(R) (silicate free) coolant in your vehicle. ^ If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. Page 10630 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 7825 Refrigerant System Capacities Page 974 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 1075 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 1666 Fuse Block Right IP, C3 Suspension - Front/Rear Squawking Noise Stabilizer Bushing: Customer Interest Suspension - Front/Rear Squawking Noise File In Section: 03 - Suspension Bulletin No.: 01-03-08-003A Date: February, 2002 TECHNICAL Subject: Squawk Noise from Front and/or Rear Suspension (Lubricate Stabilizer Bushings) Models: 1997-2002 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1999-2002 Pontiac Grand Am This is being revised to include additional graphics and torque specifications. Please discard Corporate Bulletin Number 01-03-08-003 (Suspension). Condition Some customers may comment on a squawk noise from the front and/or rear suspension while driving. Cause The noise may be due to a slip/stick condition between the front and/or rear stabilizer bushings. Correction Follow the service procedure below and lubricate the front and/or rear stabilizer bushings with Special Lubricant High Temperature, P/N 12345879 (in Canada, use P/N 10953511). Service Procedure for Front Suspension 1. Raise and support the vehicle allowing the front suspension to hang free. Refer to Lifting and Jacking the Vehicle (SI2000 Document ID # 632491) in the General Information sub-section of the Service Manual. 2. Remove the stabilizer shaft links. Refer to Stabilizer Shaft Link Replacement (SI2000 Document ID # 635842) in the Front Suspension sub-section of the Service Manual. 3. Support the rear of the crossmember with an adjustable jack stand. 4. Remove the rear bolts from the crossmember. 5. Remove the lower control arm rear bolts. 6. Lower the rear of the crossmember with the adjustable jack stand. 7. Remove the power steering line bracket from the suspension crossmember on the right side of the vehicle. Page 3932 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 5817 For vehicles repaired under warranty, use the table. Disclaimer Page 10873 Power Window Switch: Connector Views Window Switch - Driver, C1 Page 3109 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Electrical - Aftermarket Fuse Warning Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Page 10691 Turn Signal Bulb: Service and Repair Tail LP Assembly &/or Backup, Sidemarker, Stop, Turn Signal Bulb Replacement REMOVAL PROCEDURE 1. Open the rear compartment. 2. Remove the cargo net from the retainers. 3. Remove the cargo net retainers. 4. Pull back the rear compartment trim to access the tail lamp nuts. 5. Remove the tail lamp nuts. 6. Disconnect the tail lamp electrical connector from the tail lamp. Page 3874 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Page 1301 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 8592 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 2267 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 9683 Electrical Symbols Part 3 Page 9878 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 9620 Audible Warning Device: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Testing and Inspection. Page 3564 Electrical Symbols Part 4 Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview Begin the diagnosis of the body control system by performing the Diagnostic System Check for the system in which the customer concern is apparent. The Diagnostic System Check will direct you to the correct procedure for diagnosing the system end where the procedure is located. Page 3699 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Page 875 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 7759 1. Position the clutch rotor and bearing assembly (2) onto the compressor. 2. Position the J 33017 and bearing (1) from the J 33013-B directly over the inner race of the bearing. 3. Place the washer (3) onto the body of J 33013-B. 4. Remove the center screw from the body of the hub and drive plate installer. 5. Install the center screw into the opposite end of the hub and drive plate installer. 6. Back the body of the hub and drive plate installer tool off enough to allow the center screw to be threaded onto the end of the compressor shaft. 7. Thread the center screw several turns onto the end of the compressor shaft. Do not tighten the center screw on the compressor shaft. 8. Hold the center screw with a wrench. 9. Tighten the hex portion of the hub and drive plate installer body several turns. 10. Remove the J 33013-B from the clutch rotor and bearing assembly. 11. Ensure that the clutch rotor and bearing (2) is pressed onto the nose of the compressor far enough to clear the groove for the retaining ring. If the clutch rotor and bearing does not clear the groove, repeat steps 7, 8 and 9. 12. Install the clutch rotor and bearing retaining ring (3) using external snap ring pliers (1). Ensure that the chamfer side of the retaining ring is facing up when the retaining ring is being installed. 13. Install the clutch plate and hub assembly. 14. Remove the compressor from the J 41790. 15. Install the A/C compressor. Page 2866 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 2177 6. Disconnect the heater inlet pipe with heater hose from the lower intake manifold and reposition. 7. Remove the lower intake manifold bolts. 8. Remove the lower intake manifold. 9. Remove rocker arms and push rods. 10. Remove the lower intake manifold gaskets and seals. 11. Clean all gasket and seal surfaces. Page 10454 12. Connect the electrical connector to the hazard warning switch. 13. Connect the electrical connectors to the other switches in the trim plate. 14. Position and align the IP cluster trim plate to the IP and carefully press into place. 15. Install the two screws that attach the IP cluster bezel to the IP. Tighten Tighten to 2 N.m (18 lb in). 16. Install the upper steering column cover to the steering column. 17. Position the lower steering column cover to the upper cover and install the three attaching screws. Tighten Tighten to 2 N.m (18 lb in). 18. Install the AIR BAG fuse in the panel and install the cover. 19. Turn the ignition switch to the ON position and verify that the AIR BAG light flashes seven times and goes out. Verify hazard warning switch operation. Alero, Cutlass 1. Remove the hazard warning switch bezel from the IP using a small flat-bladed tool to release the retainers. Important: Both retainers must be released at the same time in order to remove the air outlet in the next step. 2. Using two flat-blade screwdrivers (2), carefully release the two retainers that attach the IP center air outlet (1). With both retainers released, pull Page 10802 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Service and Repair Oil Filter Adapter: Service and Repair Oil Filter Adapter and Bypass Valve Assembly Replacement Removal Procedure 1. Raise the vehicle. Refer to Vehicle Lifting. 2. Remove the oil filter. 3. Verify that the gasket is removed with the filter. 4. Remove the oil filter adapter. 5. Remove the oil filter bypass valve using a screwdriver or a punch in order to pry the valve out. 6. Clean the oil filter mounting surface. Installation Procedure Page 3920 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Locations Locations View Page 7544 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Page 681 3. Insert the key and turn the ignition switch to the ON position. 4. Place the gearshift lever in the LOW position. 5. Using a small flat-blade screwdriver, carefully disengage the accessory trim plate from the instrument panel (IP). 6. Disconnect the electrical connectors from the switches installed in the accessory trim plate. 7. Remove the three 7 mm hex head screws attaching the hazard warning switch mounting bracket to the accessory trim plate and remove the switch and bracket assembly. 8. Using a small flat-blade screwdriver, carefully depress the two retaining features on the side of the switch and remove the hazard warning switch from the bracket. 9. Install the new hazard warning switch in the mounting bracket. 10. Position the hazard warning switch and bracket assembly to the accessory trim plate and install the three attaching screws. Tighten Tighten to 3 N.m (27 lb in). 11. Connect the electrical connectors to the switches in the accessory trim plate. 12. Install the accessory trim plate to the IP and press into place until fully seated. 13. Place the gearshift lever in the PARK position. 14. Turn the ignition key to the OFF position and remove the key. Page 2738 Body Control Module: Scan Tool Testing and Procedures Scan Tool Data Definitions Scan Tool Data Definitions Use the Scan Tool Data Display Vetues end Definitions Information in order to assist in diagnosing vehicle malfunctions. Compare the vehicles actust scan tool dale with the typical data display value table information. Use the data information in order to aid in undarstanding the nature of the problem when the vehicle does not match with the typical data display values. The scan tool data values were taken from a known good vehicle under the following conditions: ^ The ignition switch is in the ON position. ^ The engine is not running. ^ The vehicle is in PARK. A/C Clutch Mode: The BCM acquires the mode that the A/C clutch is in and sends the mode data over the Class 2 serial data circuit. A/C Request: The BCM uses this input to determine the position of the air conditioning switch. YES is displayed when A/C is requested. BCM Option config. No.: This data is the BCM option configuration data, Calibration ID: This information refers to how the BCM is calibrated. This information is for assembly plant use only. Ignition 0: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run or ACCY position. Ignition 1: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run or CRANK position. Ignition 3: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run position. Key In Ignition: This information refers to whether or not the ignition key is inserted into the ignition switch. The BCM uses this data to perform chime functions. Yes is displayed when the key is inserted into the ignition switch. Last 4 Dig. of GM Part #: This information refers to the last 4 digits of the GM BCM part number that is currently in the vehicle. Last 4 Digits of SDM Part Number:This is the last four digits of the vehicles onboard SDM part number. Model Year: This informafion refers to the model year of the vehicle. Seatbelt: This Data indicates the status of the Seatbelt. Turn Signal Switch: The BCM monitors the Turn signal Indicator Switch and transmits the appropriate message for the position. Panic Horn Relay: This output displays whether or not the BCM is providing ground or the horn relay. ON is displayed when the BCM is providing ground for the relay. Park Brake Switch: The BCM uses this input to determine the position of the rear park brake awuch. ON is displayed when the park brake is applied. Washer Fluid Level: The BCM has a discreet input for monitoring the Windshield Washer Fluid level, and transmits the data over the Class 2 serial data circuit. Year Module Built: This information refers to the year that the BCM was built. Page 10804 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 5821 Page 9343 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Fuel System - No Start/Low Power/Hesitation Fuel Pump Pickup Filter: Customer Interest Fuel System - No Start/Low Power/Hesitation Bulletin No.: 05-06-04-026A Date: April 27, 2005 TECHNICAL Subject: Vehicle Hesitates, No Start, Lack of Power, Low Fuel Pressure (Test Fuel Pressure and Replace Fuel Pump Module Strainer) Models: 2002-2003 Chevrolet Malibu 2002-2005 Chevrolet Cavalier 2004-2005 Chevrolet Classic 2002-2004 Oldsmobile Alero 2002-2005 Pontiac Grand Am, Sunfire Supercede: This bulletin is being revised to add a additional step to retest the fuel pressure after the strainer is replaced. Please discard Corporate Bulletin Number 05-06-04-026 (Section 06 - Engine). Condition Some customers may comment that the vehicle hesitates, does not start, and/or has lack of power. Cause The vehicle may have low fuel pressure caused by a restricted fuel pump strainer. The current fuel pump has a 100 micron strainer. Correction Follow the service procedure below to test fuel pressure and replace the fuel strainer with a 200 micron strainer. Caution: ^ Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. ^ Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. Note: Clean the fuel system service cap and surrounding area to avoid possible contamination in the system. Important: Verify that adequate fuel is in the fuel tank before proceeding with this diagnostic. 1. Turn OFF the ignition. 2. Turn OFF all accessories. 3. Install fuel pressure gauge, J 34730-1A, or equivalent. Important: ^ The fuel pump relay may need to be commanded ON a few times in order to obtain the highest possible fuel pressure. ^ DO NOT start the engine. 4. Command the fuel pump relay ON with a scan tool. Page 210 Body Control Module Schematics: Controls Page 11077 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 4288 Electrical Symbols Part 3 Page 1951 Connecting Rod: Specifications Connecting Rod Bearing Cap Nut First Pass ............................................................................................................................................. .................................................. 20 Nm (15 ft. lbs.) Final Pass ........................................................... ............................................................................................................................................... 75 degrees Connecting Rod Connecting Rod Bearing Journal Diameter ................................................................................ 50.768 - 50.784 mm (1.9987 - 1.9994 in) Connecting Rod Bearing Journal Taper .............................................................................................................................................. 0.005 mm (0.0002 in) Connecting Rod Bearing Journal Out Of Round ............................................................................................................................. 0.005 mm (0.0002 inch) Connecting Rod Bearing Bore Diameter ............................................................................................................... 53.962 - 53.984 mm (2.124 2.125 inch) Connecting Rod Inside Bearing Diameter ............................................................................................................. 50.812 - 50.850 mm (2.000 2.002 inch) Connecting Rod Bearing Journal Clearance .......................................................................................................... 0.018 - 0.062 mm (0.0007 0.0024 inch) Connecting Rod Side Clearance .................................................................................................................................... 0.18 - 0.44 mm (0.007 - 0.017 inch) Page 4127 6. Lower the vehicle. 7. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Specifications Engine Oil Pressure: Specifications Oil Pressure ......................................................................................................................................... ................................... 103 kPa 15 psi @ 1100 RPM Page 2895 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3278 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 4836 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 9756 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 9868 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 6860 Fuse Block Right IP, C3 Page 9644 Cigarette Lighter: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 9645 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3084 Oxygen Sensor: Connector Views Heated Oxygen Sensor (HO2S) 1 Heated Oxygen Sensor (HO2S) 2 Engine Controls - MIL ON/Multiple DTC's Set Intake Air Temperature (IAT) Sensor: Customer Interest Engine Controls - MIL ON/Multiple DTC's Set File In Section: 06 - Engine/Propulsion System Bulletin No.: 02-06-03-005 Date: June, 2002 TECHNICAL Subject: Service Engine Soon Light With Stored Codes P0112, P0113, P1111 or P1112 (Replace IAT Sensor Connector) Models: 1997-2002 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1) Condition Some customers may comment that the service engine soon light is on. The TECH 2 will show stored diagnostic trouble codes P0112, P0113, P1111, or P1112. Cause This condition may be caused by a broken wire at the intake air temperature (IAT) sensor connector. The break may not be readily apparent as the insulation may be intact. Correction If routine diagnosis leads to a broken wire at the IAT sensor connector, replace the connector as follows: 1. Remove the tape from the engine harness convoluted tube where the IAT circuit wires join the main engine harness. 2. Locate/isolate the 2 IAT wires within the engine harness. 3. Disconnect the IAT connector from the IAT sensor. 4. Remove the tape from the IAT and MAF (mass air flow) sensor wires to allow removal of the IAT wires. Important: Before cutting the IAT circuit wires, it will be necessary to determine the proper length. You need to add 38 mm - 50 mm (1.5 in - 2.0 in) to the length of the wire going to the IAT. Also, when cutting the IAT circuit wires, it is important that the wires are cut in a manner that will not create a large mass. Stagger the cuts and install the connector kit. Original connector cavity "A" has a red wire and cavity "B" has a tan wire. Make sure cavity "A" and cavity "B" wires on the replacement pig tail connector match "A" and "B" wires on the engine harness. This will provide strain relief and prevent recurrence of this concern. 5. After staggered cuts are made on the IAT wires in the engine harness, strip a small amount of the insulation from both wires and install the kit butt connectors to the bare IAT wires by crimping both. 6. Stagger the cuts on the pig tail wires to match the IAT engine harness wires. 7. Strip a small amount of the insulation from the pig tail IAT wire ends. Install and crimp both wires into the open end of the butt connectors that were installed on the engine harness IAT wires. 8. Heat shrink both IAT butt connectors and let the wires cool off. 9. After cool down is completed, the harness can be neatly taped with electrical tape. 10. Install the IAT connector on the IAT sensor. 11. Clear the codes. Page 4963 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Steering/Suspension - Wheel Alignment Specifications Alignment: Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Page 4015 Electrical Symbols Part 3 Cooling System, A/C - Aluminum Heater Cores/Radiators Heater Core: Technical Service Bulletins Cooling System, A/C - Aluminum Heater Cores/Radiators INFORMATION Bulletin No.: 05-06-02-001A Date: July 16, 2008 Subject: Information On Aluminum Heater Core and/or Radiator Replacement Models: 2005 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2005 HUMMER H2 Supercede: This bulletin is being revised to update the Warranty Information. Please discard Corporate Bulletin Number 05-06-02-001 (Section 06 - Engine/Propulsion System). Important: 2004-05 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX-COOL(R). Refer to the flushing procedure explained later in this bulletin. The following information should be utilized when servicing aluminum heater core and/or radiators on repeat visits. A replacement may be necessary because erosion, corrosion, or insufficient inhibitor levels may cause damage to the heater core, radiator or water pump. A coolant check should be performed whenever a heater core, radiator, or water pump is replaced. The following procedures/ inspections should be done to verify proper coolant effectiveness. Caution: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if the radiator cap or surge tank cap is removed while the engine and radiator are still hot. Important: If the vehicle's coolant is low, drained out, or the customer has repeatedly added coolant or water to the system, then the system should be completely flushed using the procedure explained later in this bulletin. Technician Diagnosis ^ Verify coolant concentration. A 50% coolant/water solution ensures proper freeze and corrosion protection. Inhibitor levels cannot be easily measured in the field, but can be indirectly done by the measurement of coolant concentration. This must be done by using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale), or equivalent, coolant tester. The Refractometer uses a minimal amount of coolant that can be taken from the coolant recovery reservoir, radiator or the engine block. Inexpensive gravity float testers (floating balls) will not completely analyze the coolant concentration fully and should not be used. The concentration levels should be between 50% and 65% coolant concentrate. This mixture will have a freeze point protection of -34 degrees Fahrenheit (-37 degrees Celsius). If the concentration is below 50%, the cooling system must be flushed. ^ Inspect the coolant flow restrictor if the vehicle is equipped with one. Refer to Service Information (SI) and/or the appropriate Service Manual for component location and condition for operation. ^ Verify that no electrolysis is present in the cooling system. This electrolysis test can be performed before or after the system has been repaired. Use a digital voltmeter set to 12 volts. Attach one test lead to the negative battery post and insert the other test lead into the radiator coolant, making sure the lead does not touch the filler neck or core. Any voltage reading over 0.3 volts indicates that stray current is finding its way into the coolant. Electrolysis is often an intermittent condition that occurs when a device or accessory that is mounted to the radiator is energized. This type of current could be caused from a poorly grounded cooling fan or some other accessory and can be verified by watching the volt meter and turning on and off various accessories or engage the starter motor. Before using one of the following flush procedures, the coolant recovery reservoir must be removed, drained, cleaned and reinstalled before refilling the system. Notice: ^ Using coolant other than DEX‐COOL(R) may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50,000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX‐COOL(R) (silicate free) coolant in your vehicle. ^ If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. Page 7506 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Service and Repair Trunk / Liftgate Lock Cylinder: Service and Repair Lock Cylinder Replacement - Rear Compartment Lid Removal Procedure 1. Remove the rear compartment lid applique. 2. Remove the rear compartment lid lock cable from the lock cylinder with a flat bladed tool. 3. Drill out the rivets that retain the lock cylinder to the rear compartment lid. 4. Remove the lock cylinder and gasket from the rear compartment lid. Installation Procedure 1. Install the lock cylinder and gasket to the rear compartment lid. 2. Install the rivets (2) to the lock cylinder. 3. Press the rear compartment lid lock cable onto the lock cylinder until the retainer tabs are fully seated. 4. Install the rear compartment lid applique. Page 3201 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 3809 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 5177 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 2602 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 11031 Conversion - English/Metric Page 4054 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 5557 19. Install the air cleaner housing assembly. 20. Fill the transmission. Page 9588 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diagram Information and Instructions Wiper Motor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 434 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure IMPORTANT: For additional diagnostic information, refer to DTC P1336. 1. Install a scan tool. 2. With a scan tool, monitor the powertrain control module for DTCs. If other DTCs are set, except DTC P1336, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 3. With a scan tool, select the crankshaft position (CKP) variation learn procedure. 4. Observe the fuel cut-off for the engine that you are performing the learn procedure on. 5. The scan tool instructs you to perform the following: ^ Block the drive wheels. ^ Apply the vehicles parking brake. ^ Cycle the ignition from OFF to ON. ^ Apply and hold the brake pedal. ^ Start and idle the engine. ^ Turn OFF the A/C. ^ Place the vehicle's automatic transmission in Park, or the manual transmission in Neutral. ^ The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity - If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) sensor activity - If there is a CMP sensor condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT) - If the ECT is not warm enough, idle the engine until the ECT reaches the correct temperature. 6. With the scan tool, enable the CKP system variation learn procedure. IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 7. Slowly increase the engine speed to the RPM that you observed. 8. Immediately release the throttle when fuel cut-off is reached. 9. The scan tool displays Learn Status: Learned this ignition. If the scan tool does NOT display this message and no additional DTCs set, refer to Symptoms - Engine. If a DTC set, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 10. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. Page 5702 Disclaimer Page 10165 Electrical Symbols Part 4 Page 17 For vehicles repaired under warranty use, the table. Disclaimer Page 11015 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 8984 Body Emblem: Service and Repair Emblem/Nameplate Repair Emblem/Nameplate Repair 1. Wash the panel using soap and water. 2. Wipe the panel dry. 3. Use a clean rag and 3M General Purpose Adhesive Cleaner 08984 or the equivalent in order to wipe the panel and the adhesive side of the emblem/nameplate (2). 4. Use a clean rag and an alcohol/water mixture to remove residue from the following components: * The molding * The emblem * The nameplate Notice: If tape is still intact on the molding or panel, do not remove the tape. Clean the tape and the mating surface with Adhesive Cleaner. Wipe the tape and mating surface with a clean, soft cloth. If the tape is damaged, refer to Emblem/Nameplate Replacement. 5. Apply a length of masking tape or a magnetic strip as a guide, if needed. Important: Use the minimum amount of adhesive required. Adhesive drips or squeeze-out may cause paint discoloration. 6. Apply a thin film of adhesive to the back of the emblem/nameplate (2). * The molding * The emblem * The nameplate 7. Press the piece into place. If you use the LOCTITE(TM) 414 adhesive GM P/N 1052621 or the equivalent, apply constant pressure to the molding for 30 seconds or until a firm bond has been made. Page 3800 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 10760 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 3676 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 1594 Step 11 Page 4791 Fuel Tank Unit: Description and Operation FUEL SENDER ASSEMBLY Fuel Sender Assembly The fuel sender assembly consists of the following major components: ^ The fuel level sensor (4) ^ The Fuel Tank Pressure (FTP) sensor (6) ^ The fuel tank fuel pump module ^ The fuel strainer (3) Page 1172 6. Lower the vehicle. 7. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 6329 1. Install the EBCM (1) to the BPMV (2). ^ Tighten the 4 screws that connect the EBCM (1) to the BPMV (2) to 5 Nm (44 inch lbs.). 2. Install the EBCM/BPMV assembly (3) to the vehicle. 3. Install the BPMV retaining nut (2). ^ Tighten the retaining nut to 10 Nm (7 ft. lbs.). 4. Connect the EBCM harness connector (2) to the EBCM (1). Page 244 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Fastener Tightening Specifications Brake Master Cylinder: Specifications Master Cylinder Mounting Nuts 20 ft. lbs. Page 7256 1. To remove the rack and pinion boot and the breather tube. Refer to Rack and Pinion Boot and Breather Tube Replacement - Off Vehicle. 2. Place the gear in a vise. Notice: Do not change the steering gear preload adjustment before moving the inner tie rod from the steering gear. Changing the steering gear preload adjustment before moving the inner tie rod could result in damage to the pinion and the steering gear. 3. Remove the shock dampener (4) from the inner tie rod housing (6). 4. Slide the shock dampener (4) back on the rack (5). Notice: Refer to Pipe Wrench Positioning Notice in Service Precautions. 5. Place a pipe wrench on the rack (5) next to the inner tie rod housing (6). 6. Place a wrench on the flats of the inner tie rod housing (6). 7. Rotate the inner tie rod housing (6) counterclockwise, while holding the rack stationary, until the inner tie rod separates from the rack (5). Notice: Do not change the steering gear preload adjustment before moving the inner tie rod from the steering gear. Changing the steering gear preload adjustment before moving the inner tie rod could result in damage to the pinion and the steering gear. 8. Remove the shock dampener (3) from the inner tie rod housing (2). 9. Slide the shock dampener (3) back on the rack (5). Notice: Refer to Pipe Wrench Positioning Notice in Service Precautions. 10. Place a pipe wrench on the rack. 11. Place a wrench on the flats of the inner tie rod housing (2). 12. Rotate the inner tie rod housing (2) counterclockwise, while holding the rack stationary, until the inner tie rod (1) separates from the rack (5). Engine Controls - MIL ON/Multiple DTC's Set Intake Air Temperature (IAT) Sensor: All Technical Service Bulletins Engine Controls - MIL ON/Multiple DTC's Set File In Section: 06 - Engine/Propulsion System Bulletin No.: 02-06-03-005 Date: June, 2002 TECHNICAL Subject: Service Engine Soon Light With Stored Codes P0112, P0113, P1111 or P1112 (Replace IAT Sensor Connector) Models: 1997-2002 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1) Condition Some customers may comment that the service engine soon light is on. The TECH 2 will show stored diagnostic trouble codes P0112, P0113, P1111, or P1112. Cause This condition may be caused by a broken wire at the intake air temperature (IAT) sensor connector. The break may not be readily apparent as the insulation may be intact. Correction If routine diagnosis leads to a broken wire at the IAT sensor connector, replace the connector as follows: 1. Remove the tape from the engine harness convoluted tube where the IAT circuit wires join the main engine harness. 2. Locate/isolate the 2 IAT wires within the engine harness. 3. Disconnect the IAT connector from the IAT sensor. 4. Remove the tape from the IAT and MAF (mass air flow) sensor wires to allow removal of the IAT wires. Important: Before cutting the IAT circuit wires, it will be necessary to determine the proper length. You need to add 38 mm - 50 mm (1.5 in - 2.0 in) to the length of the wire going to the IAT. Also, when cutting the IAT circuit wires, it is important that the wires are cut in a manner that will not create a large mass. Stagger the cuts and install the connector kit. Original connector cavity "A" has a red wire and cavity "B" has a tan wire. Make sure cavity "A" and cavity "B" wires on the replacement pig tail connector match "A" and "B" wires on the engine harness. This will provide strain relief and prevent recurrence of this concern. 5. After staggered cuts are made on the IAT wires in the engine harness, strip a small amount of the insulation from both wires and install the kit butt connectors to the bare IAT wires by crimping both. 6. Stagger the cuts on the pig tail wires to match the IAT engine harness wires. 7. Strip a small amount of the insulation from the pig tail IAT wire ends. Install and crimp both wires into the open end of the butt connectors that were installed on the engine harness IAT wires. 8. Heat shrink both IAT butt connectors and let the wires cool off. 9. After cool down is completed, the harness can be neatly taped with electrical tape. 10. Install the IAT connector on the IAT sensor. 11. Clear the codes. Page 4019 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Diagrams A/C Refrigerant Pressure Sensor - HVAC Systems - Manual Page 5334 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 10563 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 7863 8. Unfasten the two clips holding the evaporator hose assembly. 9. Remove the evaporator hose assembly. INSTALLATION PROCEDURE 1. Reposition the evaporator hose assembly. 2. Fasten the 2 clips holding the evaporator hose assembly. 3. Install the new seal washer to the condenser end of the compressor hose. 4. Connect the evaporator hose assembly to the evaporator. NOTE: Refer to Fastener Notice in Service Precautions. 5. Install nut to evaporator hose assembly. Tighten Tighten the nut to 25 N.m (18 lb ft). Page 11095 Conversion - English/Metric Service and Repair Front Door Striker: Service and Repair Striker Replacement - Door Removal Procedure 1. Open the door. 2. Mark the position of the striker with a grease pencil. 3. Remove the door lock striker bolts (1). 4. Remove the door lock striker (3). and the door lock striker spacers (2) from the body. Installation Procedure Notice: Striker alignment is a crucial part of door latch operation. Do not use the door striker to adjust the door to the vehicle. Failure to properly adjust the striker can result in damage to the door latch and the striker. 1. Position the door lock striker spacers (2) and the door lock striker (3) to the alignment marks made on the body Notice: Refer to Fastener Notice in Service Precautions. 2. Install the door lock striker bolts (1). Tighten the bolts to 25 N.m (18 lb ft). 3. Close the door. Page 6823 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Service and Repair Ground Strap: Service and Repair GROUND STRAP REPLACEMENT Additional ground straps are used to connect the body and frame to the engine and transmission. Always connect all ground straps to ensure a good ground path to the battery from all electrical components. Page 1297 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 865 Knock Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 3287 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 9605 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 10830 * The defogger terminal Important: Do not remove the holding force until the solder has solidified. 14. Remove the excess flux with the solvent. 15. Connect the electrical connector. Page 208 Body Control Module (BCM) C3 Page 6200 For vehicles repaired under warranty, use the table. Disclaimer Page 9739 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 3420 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the air cleaner element retaining screws and remove the cover. 3. Remove the air cleaner element. Inspect the air cleaner element and replace if necessary. 4. Disconnect the mass air flow (MAF) sensor electrical connector. 5. Disconnect the intake air temperature (IAT) sensor electrical connector. 6. Disconnect the breather tube from the air intake duct. 7. Loosen the two air intake duct clamps and remove the air intake duct. INSTALLATION PROCEDURE 1. Install the air cleaner element in the air cleaner assembly. 2. Position the air cleaner cover on the air cleaner assembly. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the air cleaner retainer screws. Tighten Tighten the screws to 6 N.m (40 lb in). 4. Install the air intake duct. Page 6669 Parking Brake Pedal: Service and Repair Park Brake Pedal Assembly Replacement ^ Tools Required ^ J 37043 Parking Brake Cable Release Tool Removal Procedure 1. Remove the left closeout/insulator panel. 2. Remove the left carpet retainer. 3. Position the carpet aside. 4. Remove the PCM and bracket. 5. Remove the park brake pedal assembly nuts (5). 6. Remove the park brake pedal assembly (1). 7. Disconnect the electrical connection from the pedal assembly. 8. Remove the park brake cable (3) from the pedal attachment point (2). 9. Using the J 37043 cable release tool, remove the cable from the park brake pedal at attachment point (4). Installation Procedure 1. Connect the park brake cable (3) at points (2) and (4) to the park brake pedal (1). 2. Connect the electrical connection to the pedal assembly (1). Notice: Refer to Fastener Notice in Service Precautions. 3. Install the park brake pedal assembly. ^ Tighten the park brake pedal assembly nuts (5) to 25 Nm (18 ft. lbs.). 4. Install the left closeout/insulator panel. 5. Install the PCM and bracket. 6. Position the left carpet. 7. Install the left carpet retainer. Page 10721 12. Connect the electrical connector to the hazard warning switch. 13. Connect the electrical connectors to the other switches in the trim plate. 14. Position and align the IP cluster trim plate to the IP and carefully press into place. 15. Install the two screws that attach the IP cluster bezel to the IP. Tighten Tighten to 2 N.m (18 lb in). 16. Install the upper steering column cover to the steering column. 17. Position the lower steering column cover to the upper cover and install the three attaching screws. Tighten Tighten to 2 N.m (18 lb in). 18. Install the AIR BAG fuse in the panel and install the cover. 19. Turn the ignition switch to the ON position and verify that the AIR BAG light flashes seven times and goes out. Verify hazard warning switch operation. Alero, Cutlass 1. Remove the hazard warning switch bezel from the IP using a small flat-bladed tool to release the retainers. Important: Both retainers must be released at the same time in order to remove the air outlet in the next step. 2. Using two flat-blade screwdrivers (2), carefully release the two retainers that attach the IP center air outlet (1). With both retainers released, pull Page 3752 Fuel Level Sensor: Service and Repair REMOVAL PROCEDURE 1. Remove the fuel sender assembly. 2. Remove the fuel pump electrical retaining clip at the top of the fuel sender assembly. 3. Disconnect the fuel pump and fuel level sensor electrical connector. 4. Depress the 3 tabs (1) securing upper fuel reservoir and slide upward until free of lower reservoir (2). 5. Depress the tab on the fuel level sensor (1) while sliding up and out of the housing. 6. Remove the retaining clip from the electrical connector. 7. Remove the fuel level sensor wires from the connector, taking care to note the location of the wires. INSTALLATION PROCEDURE IMPORTANT: ^ Make sure the wires are routed under the fuel level sensor. ^ Make sure the tab locks in place. Page 9947 Fuel Pump And Sender Assembly Page 10470 the bottom of the outlet rearward to release the top. 3. Remove the two 7 mm hex head screws attaching the IP cluster trim panel to the IP. 4. Remove the trim plate from the IP by pulling up and out to release the lower retainers. 5. Disconnect the trip reset switch electrical connector. 6. Remove the four 7 mm hex head screws attaching the instrument cluster to the IP. 7. Remove the instrument cluster from the opening and reposition as necessary. It is not necessary to disconnect the electrical connector. 8. Through the instrument cluster opening in the IP, remove one of the three 7 mm hex head screws that attach the hazard warning switch to the IP. 9. Through the center air outlet opening in the IP, remove the remaining two 7 mm hex head screws that attach the hazard warning switch to the IP. 10. Remove the hazard warning switch through the center air outlet opening. Page 3103 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Band Apply Servo: All Technical Service Bulletins A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Bulletin No.: 04-07-30-028A Date: January 12, 2006 TECHNICAL Subject: 4T65-E Automatic Transmission Fluid Leak From Reverse Servo Cover (Replace Reverse Servo Cover Seal) Models: 2005 and Prior Cars and Light Duty Trucks with Automatic Transmission 4T65-E (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to announce an improved reverse servo cover seal is available from GMSPO and to advise technicians that it is no longer necessary to replace the reverse servo cover when replacing the seal. The 2005 model year vehicles are also being added. Please discard Corporate Bulletin Number 04-07-30-028 (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a fluid leak under the vehicle. A transmission fluid leak may be noted during the Pre-delivery Inspection (PDI). Cause A possible cause of a transmission fluid leak usually only during cold ambient temperatures below -6.7°C (20°F) may be the reverse servo cover seal. The reverse servo cover seal may shrink in cold ambient temperatures causing a transmission fluid leak. Correction Follow the diagnosis and repair procedure below to correct this condition. 1. Diagnose the source of the fluid leak. 2. If the source of the transmission fluid leak is the reverse servo cover, replace the reverse servo cover seal with P/N 24235894. Refer to Reverse Servo Replacement in the appropriate Service Manual. Specifications Clutch Fluid: Specifications Hydraulic Clutch System Hydraulic Clutch Fluid (GM Part No. 12345347 or equivalent DOT-3 brake fluid). Page 9978 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Manifold Absolute Pressure (MAP) Sensor Diagnosis Manifold Pressure/Vacuum Sensor: Testing and Inspection Manifold Absolute Pressure (MAP) Sensor Diagnosis CIRCUIT DESCRIPTION The manifold absolute pressure (MAP) sensor responds to pressure changes in the intake manifold which gives an indication of the engine load. The MAP sensor has the following circuits: ^ A 5-volt reference circuit ^ A low reference circuit ^ A signal circuit The powertrain control module (PCM) supplies 5 volts to the MAP sensor on the 5-volt reference circuit and provides a ground on the low reference circuit. The MAP sensor provides a signal to the PCM on the signal circuit which is relative to the pressure changes in the manifold. With low MAP such as during idle or deceleration, the PCM should detect a low signal voltage. With high MAP such as ignition ON, with the engine OFF or wide open throttle (WOT), the PCM should detect a high signal voltage. Certain vehicle models will also use the MAP sensor in order to calculate the barometric pressure (BARO) when the ignition switch is turned ON, with the engine OFF. The BARO reading may also be updated whenever the engine is operated at WOT. The PCM monitors the MAP sensor signal for voltage outside of the normal range. If the PCM detects a MAP sensor signal voltage that is excessively high, DTC P0108 will set. IF the PCM detects a MAP sensor signal voltage that is excessively low, DTC P0107 will set. DIAGNOSTIC AIDS Inspect for the following conditions: ^ Restrictions in the MAP sensor vacuum source ^ MAP sensor seal missing or damaged ^ Vacuum hoses disconnected, damaged, or incorrectly routed ^ Intake manifold vacuum leaks ^ Vacuum leaks at the throttle body ^ Vacuum leaks at the exhaust gas recirculation (EGR) valve flange and pipes TEST DESCRIPTION Page 930 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 2351 Equivalents - Decimal And Metric Part 1 Locations Oil Level Sensor For ECM: Locations Locations View Engine Oil Level Switch (If Equipped) Page 8519 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Specifications Camshaft Thrust Plate: Specifications Camshaft Thrust Plate Screw .............................................................................................................. .................................................. 10 Nm (89 inch lbs.) Page 7657 Air Duct: Service and Repair Defogger Outlet Duct Replacement - Side Window, LH REMOVAL PROCEDURE 1. Remove the instrument panel (IP) carrier. 2. Remove the left defogger outlet duct bolt from the air distribution duct. 3. Remove the left defogger outlet duct retainer from the from the tie bar. 4. Remove the left defogger outlet duct from the vehicle. INSTALLATION PROCEDURE 1. Install the left defogger outlet duct through the tie bar bracket. 2. Install the left defogger outlet duct retainer to the tie bar bracket. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the left defogger outlet duct and bolt to the air distribution duct. The wiring harness goes under the attachment tab on the left defogger outlet duct. Tighten Tighten the bolt to 2 N.m (18 lb in). 4. Install the instrument panel (IP) carrier. Page 7019 Fuse Block Underhood, C3 Page 6819 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 5214 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 983 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 8921 Hood Latch: Service and Repair Hood Latch Support Replacement Hood Latch Support Replacement Removal Procedure 1. Remove the grille. 2. Remove the hood latch. 3. Remove the hood latch support nuts (2) from the hood latch support (3). 4. Remove the hood latch support bolts (1) from the hood latch support (3). 5. Remove the hood latch support (3) from the vehicle. Installation Procedure 1. Install the hood latch support (3) to the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the hood latch support bolts (1) to the hood latch support (3). Tighten the bolts to 9 N.m (80 lb in). 3. Install the hood latch support nuts (2) to the hood latch support (3). Tighten the nuts to 25 N.m (18 lb ft). 4. Install the hood latch. 5. Install the grille. Page 792 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 298 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 6647 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 297 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 3882 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 6459 14. Road test the car to verify the repairs. For vehicles repaired under warranty Brake Align(R) Run-Out Correction Plates should be submitted in Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are available through the following suppliers: ^ Dealer Equipment and Service ^ Brake Align(R) LLC Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 4669 Steps 14-19 Page 3319 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 7774 7. Reinstall the J 33013-B. 8. Place a feeler gage between the clutch plate and the clutch rotor. 9. Tighten the hex portion of the hub and drive plate installer until the air gap between the clutch plate and clutch rotor is 0.40 mm (0.015 in). Make sure that the air gap is even all around the clutch plate and hub assembly. 10. Remove the J 33013-B. 11. Hold the clutch plate and hub assembly (2) with the J 33027-A. NOTE: Refer to Fastener Notice in Service Precautions. 12. Install the compressor shaft nut. Tighten Tighten the compressor shaft nut to 17 N.m (13 lb ft). 13. Spin the pulley rotor by hand to make sure the rotor is not rubbing against the clutch drive plate. 14. Remove the compressor from the J 41790. Specifications Drive Belt Tensioner: Specifications Drive Belt Tensioner Bolt ..................................................................................................................... .................................................... 50 Nm (37 ft. lbs.) Page 1743 1. Use a proper hand reamer, carbide cutter or drill bit to ream the puncture channel from the inside of the tire in order to clean the injury. 2. Remove steel wires protruding above the liner surface to prevent damage to the repair unit. 3. Consult your repair material supplier for recommended reaming tool(s). Fill the Injury 1. It is necessary to fill the injury channel to provide back up for the repair unit and to prevent moisture from entering the tire fabric and steel wires. 2. (For combination repair/plug units skip this step.) Cement the injured channel and fill the injury from the inside of the tire with the repair plug per repair material manufacturer's recommendations. Without stretching the plug, cut the plug off just above the inside tire surface. 3. Consult your repair material supplier for proper repair material selection. Repair Unit Selection Important Do not install the repair unit in this step. Page 110 1. Install the module assembly to the mounting bracket. 2. Connect the electrical connector to the module. 3. Connect the cruise control cable to the module ribbon. 4. Install the cruise control cable to the module assembly by turning the cable assembly 1/4 turn clockwise. Page 215 Body Control Module: Scan Tool Testing and Procedures Scan Tool Data Definitions Scan Tool Data Definitions Use the Scan Tool Data Display Vetues end Definitions Information in order to assist in diagnosing vehicle malfunctions. Compare the vehicles actust scan tool dale with the typical data display value table information. Use the data information in order to aid in undarstanding the nature of the problem when the vehicle does not match with the typical data display values. The scan tool data values were taken from a known good vehicle under the following conditions: ^ The ignition switch is in the ON position. ^ The engine is not running. ^ The vehicle is in PARK. A/C Clutch Mode: The BCM acquires the mode that the A/C clutch is in and sends the mode data over the Class 2 serial data circuit. A/C Request: The BCM uses this input to determine the position of the air conditioning switch. YES is displayed when A/C is requested. BCM Option config. No.: This data is the BCM option configuration data, Calibration ID: This information refers to how the BCM is calibrated. This information is for assembly plant use only. Ignition 0: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run or ACCY position. Ignition 1: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run or CRANK position. Ignition 3: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run position. Key In Ignition: This information refers to whether or not the ignition key is inserted into the ignition switch. The BCM uses this data to perform chime functions. Yes is displayed when the key is inserted into the ignition switch. Last 4 Dig. of GM Part #: This information refers to the last 4 digits of the GM BCM part number that is currently in the vehicle. Last 4 Digits of SDM Part Number:This is the last four digits of the vehicles onboard SDM part number. Model Year: This informafion refers to the model year of the vehicle. Seatbelt: This Data indicates the status of the Seatbelt. Turn Signal Switch: The BCM monitors the Turn signal Indicator Switch and transmits the appropriate message for the position. Panic Horn Relay: This output displays whether or not the BCM is providing ground or the horn relay. ON is displayed when the BCM is providing ground for the relay. Park Brake Switch: The BCM uses this input to determine the position of the rear park brake awuch. ON is displayed when the park brake is applied. Washer Fluid Level: The BCM has a discreet input for monitoring the Windshield Washer Fluid level, and transmits the data over the Class 2 serial data circuit. Year Module Built: This information refers to the year that the BCM was built. Page 1055 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Disconnect the intake air temperature (IAT) sensor electrical connector. 3. Disconnect the MAP sensor (1) electrical connector. 4. Remove the air inlet duct from the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing. INSTALLATION PROCEDURE 1. Install the MAF sensor (1) to the air filter housing. 2. Install the air inlet duct to the MAF sensor and the throttle body. 3. Connect the IAT sensor electrical connector. 4. Connect the MAF sensor electrical connector. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 5139 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 3804 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 6173 5. Place the transmission control shifter assembly in the N (Neutral) notch in the detent plate. 6. Loosen the park/neutral position switch attaching bolts. 7. Rotate the switch on the shifter assembly in order to align the service adjustment hole with the carrier tang hole. 8. Insert a 2.34 mm (3/32 inch) maximum diameter gauge pin to a depth of 9.0 mm (9/64 inch). - Tighten the bolts to 24 Nm (18 ft. lbs.). Page 4763 Fuel Filler Hose: Service and Repair FILLER TUBE REPLACEMENT REMOVAL PROCEDURE NOTE: Cap the fittings and plug the holes when servicing the fuel system in order to prevent dirt and other contaminants from entering the open pipes and passages. IMPORTANT: Always maintain cleanliness when servicing fuel system components. 1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. 2. Drain the fuel tank. Refer to Fuel Tank Draining Procedure. 3. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 4. Loosen the fuel filler hose clamp at the fuel tank. 5. Loosen the fuel filler hose clamp at the fuel filler pipe. 6. Remove the fuel filler hose. 7. Remove the fuel filler pipe attaching screw from the under body. 8. Remove the fuel filler pipe attaching screws from the fuel filler pipe access panel. Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gage Fitting INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution and Fuel Gage Leak Caution in Service Precautions. NOTE: Clean all of the following areas before performing any disconnections in order to avoid possible contamination in the system: ^ The fuel pipe connections ^ The hose connections ^ The areas surrounding the connections IMPORTANT: Position the fuel pressure gage fitting to avoid contact with the belt. 1. Install the J 34730-1A with the J 34730-262 to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Refer to Fuel Storage Caution in Service Precautions. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool until all of the air is bled out of the gage. 6. Close the bleed valve on the fuel pressure gage. 7. Command the fuel pump ON with a scan tool. 8. Inspect for fuel leaks. REMOVAL PROCEDURE Page 1414 Spark Plug: Specifications Spark Plug Torque 11 lb ft 15 Nm Page 5697 The first phase also machined a case chamfer leading into the pump bore (2). The chamfer is designed to help eliminate possible 0-ring seal damage during pump installation. Phase two modified the case casting and the chamfer into the pump bore. The casting change left additional material in the surrounding pump bore to allow deeper bore machining in order to create the necessary sealing surface for a new pump seal design. The leading surface into the pump bore was also machined with a modified chamfer (1). Page 1908 Vehicle Lifting: Service and Repair Frame Contact Hoist Front Hoist Pads Position the (frame contact) front hoist pads as follows: IMPORTANT: The front hoist pads must not contact the rocker panels, the front fenders, or the floor pan. ^ Under the front frame rail shipping slot reinforcements. ^ The long sides of the pads parallel to the frame rails. Rear Hoist Pads Position the (frame contact) rear hoist pads as follows: IMPORTANT: The rear hoist pads must not contact the rocker panels to the outside of the frame rail shipping slot reinforcements. The rear hoist pads must not contact the floor pan. Under the rear frame rail shipping slot reinforcements. The long sides of the pads perpendicular to the frame rails. The outer edge of the pads aligned with the outer edge of the rear frame rail shipping slot reinforcements. Locations Locations View Page 5618 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 4986 Electrical Symbols Part 4 Page 3658 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 8719 7. Install the push-in retainers (2) to the lower edge of the rear bumper fascia (3). 8. Lower the vehicle. 9. Install the rear bumper fascia nuts (1) from the inside rear compartment. Tighten the nuts to 10 N.m (89 lb in). 10. Install the push-in retainers (2) to the upper edge of the rear bumper fascia (3). 11. Install the tail lamps. Page 7965 Clockspring Assembly / Spiral Cable: Description and Operation INFLATABLE RESTRAINT STEERING WHEEL MODULE COIL The steering wheel module coil is attached to the steering column and is located under the steering wheel. The steering wheel module coil consists of two or more current-carrying coils. The coils allow the rotation of the steering wheel while maintaining continuous electrical contact between the driver deployment loop and the steering wheel module. Two coil wires are used for the steering wheel module deployment loop. Additional coil wires are used for accessories attached to the steering wheel depending on the vehicle model. The steering wheel module coil connector is located near the base of the steering column. The connector contains a shorting bar that shorts the steering wheel module coil deployment loop circuitry to prevent unwanted deployment of the air bag when it is disconnected. Page 9316 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 1471 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the air cleaner element retaining screws and remove the cover. 3. Remove the air cleaner element. Inspect the air cleaner element and replace if necessary. 4. Disconnect the mass air flow (MAF) sensor electrical connector. 5. Disconnect the intake air temperature (IAT) sensor electrical connector. 6. Disconnect the breather tube from the air intake duct. 7. Loosen the two air intake duct clamps and remove the air intake duct. INSTALLATION PROCEDURE 1. Install the air cleaner element in the air cleaner assembly. 2. Position the air cleaner cover on the air cleaner assembly. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the air cleaner retainer screws. Tighten Tighten the screws to 6 N.m (40 lb in). 4. Install the air intake duct. Page 6134 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 10115 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 10906 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 9505 Rear Door Window Glass Weatherstrip: Service and Repair Rear Door Window Belt Outer Sealing Strip Replacement Sealing Strip Replacement - Rear Door Window Belt Outer Removal Procedure 1. Remove the rear door outer belt sealing strip screw (1) from the rear door outer belt sealing strip (2). 2. Pull up on the door outer belt sealing strip (2) in order to release the strip from the retaining clips. 3. Remove the rear door outer belt sealing strip (2) from the door. Installation Procedure 1. Align the rear door outer belt sealing strip clips to the slots in the rear door. Push down until an audible snap is heard at each retaining clip in order to engage the door outer sealing strip (2) to the rear door. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear door outer belt sealing strip screw (1) to the rear door outer belt sealing strip (2). Tighten the rear door outer belt sealing strip screw to 1 N.m (9 lb in). Page 2264 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 7478 2. Fill the injury (puncture) to keep moisture out. 3. Seal the inner liner with a repair unit to prevent air loss. External Inspection 1. Prior to demounting, inspect the tire surface, the valve and the wheel for the source of the leak by using a water and soap solution. Mark the injured area and totally deflate the tire by removing the valve core. 2. Demount the tire from the wheel and place the tire on a well-lighted spreader. Internal Inspection 1. Spread the beads and mark the puncture with a tire crayon. 2. Inspect the inner tire for any signs of internal damage. 3. Remove the puncturing object, noting the direction of the penetration. 4. Probe the injury with a blunt awl in order to determine the extent and direction of the injury. 5. Remove any loose foreign material from the injury. 6. Punctures exceeding 6.35 mm (1/4") should not be repaired. Cleaning 1. Clean the area around the puncture thoroughly with a proper liner cleaner, clean cloth and a scraper. This step serves to remove dirt and mold lubricants to insure proper adhesion and non-contamination of the buffing tool. 2. Refer to information on the product or manufacturer's Material Safety Data Sheet and follow guidelines for handling and disposal. Clean the Injury Channel Page 2814 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 535 Electrical Symbols Part 2 Page 4994 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 1854 Wheels: Service and Repair Aluminum Wheel Refinishing Aluminum Wheel Refinishing Finish Damage Evaluation Procedure Important: ^ If the wheels are chrome-plated, do not re-plate or refinish the wheels. ^ If the wheels are polished aluminum, do not refinish the wheels in the dealer environment. Utilize a refinisher that meets manufacturer guidelines. 1. Inspect the wheels for damage from uncoated wheel balance weights or from automatic car wash facilities. 2. Inspect the wheels for the following conditions: ^ Corrosion ^ Scrapes ^ Gouges 3. Verify the damage is not deeper than what sanding can remove. 4. Inspect the wheels for cracks. If a wheel has cracks, discard the wheel. 5. Inspect the wheels for bent rim flanges. If a rim flange is bent, discard the wheel. Refinishing Procedure Caution: To avoid serious personal injury when applying any two part component paint system, follow the specific precautions provided by the paint manufacturer. Failure to follow these precautions may cause lung irritation and allergic respiratory reaction. 1. Remove the tire and wheel assembly from the vehicle. 2. Remove the balance weights from the wheel. 3. Remove the tire from the wheel. 4. Use a suitable cleaner in order to remove the following contaminants from the wheel: ^ Lubricants ^ Wax ^ Dirt Important: ^ Do not re-machine the wheel. ^ Do not use chemicals in order to strip the paint from the wheel. 5. Use plastic media blasting in order to remove the paint from the wheel. 6. If the wheel had a machined aluminum finish, spin the wheel and use sand paper in order to restore the circular machined appearance. Important: The wheel mounting surface and the wheel nut contact surface must remain free of paint. 7. Mask the wheel mounting surface and the wheel nut contact surface. 8. Follow the paint manufacturer's instructions for painting the wheel. 9. Unmask the wheel. 10. Install a new valve stem. Important: Use new coated balance weights in order to balance the wheel. 11. Install the tire to the wheel. 12. Use a suitable cleaner in order to remove the following contaminants from the wheel mounting surface: ^ Corrosion ^ Overspray ^ Dirt 3. Install the tire and wheel assembly to the vehicle. Specifications Compression Check: Specifications Compression Pressure limit ................................................................................................................. .........................................................689 kPa (100 psi) The lowest reading should not be less than 70 percent of the highest reading. Page 9763 Fuel Gauge: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Testing and Inspection. Page 7065 C501 Page 4941 Locations View Page 6824 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 741 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Locations Locations Views Page 7082 1. Install the relay (2) in the same position as removed. 2. Install the electrical center cover. Page 789 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 9043 2. Remove the driver's side floor carpet retainer (1). 3. Remove the passenger's side floor carpet retainer (1). Installation Procedure 1. Install the driver's side floor carpet retainer (1). 2. Install the passenger's side floor carpet retainer (1). Eliminating Unwanted Odors in Vehicles Eliminating Unwanted Odors in Vehicles Page 4948 Throttle Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 6466 Important When using any one of the brake labor operations listed in this bulletin (except for H9709 - Brake Burnish), the following two rotor measurements (1. Original Rotor Thickness, 2. Refinished Rotor Thickness are required and MUST be written/documented on the repair order, or for your convenience, complete the form (GM Brake Service Repair Order Documentation for Required Measurements) shown above and attach it to the repair order. If the Warranty Parts Center generates a request, this Documentation/Form must be attached to the repair order that is sent back. Important Documentation of brake lathe maintenance and calibration as recommended by the lathe manufacturer must be available for review upon request. Repair Order Documentation - Rotor Original And Refinished Thickness - REQUIRED When resurfacing a brake rotor or drum, the ORIGINAL thickness (measured thickness before refinish) and REFINISHED thickness (measured thickness after refinish) MUST be written/documented on the repair order hard copy for each rotor serviced. If a rotor replacement is necessary, only the original thickness measurement needs to be recorded. Repair Order Documentation - Explanation of Part Replacement - REQUIRED If replacement of a brake component is necessary, proper documentation on the repair order is required. See the following examples: ^ Brake rotor replacement - Customer comment was brake pulsation. Rotor was refinished on a prior brake service. After rotor measurement, it was determined that refinishing the rotor again would take it under the Minimum Thickness specification. ^ Brake pad replacement - Customer comment was brake squeak noise. On inspection, found pads contaminated by fluid leak at caliper. Specifications Brake Fluid: Specifications Type Delco Supreme II (R) Fluid, GM P/N 12377967 Or DOT-3 Equivalent Page 8872 Rear Door Hinge: Service and Repair Hinge Replacement - Rear Door Removal Procedure 1. Open the front door. 2. Mark the location of the rear door hinge to center pillar with a grease pencil. 3. Mark the location of the rear door hinge to rear door with a grease pencil. 4. Remove the rear door hinge nuts. 5. Remove the rear door hinge bolts. 6. Remove the rear door hinge from the rear door. Installation Procedure 1. Position the rear door hinge to the alignment marks on the center pillar and the rear door. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear door hinge bolts. Tighten the bolts to 28 N.m (21 lb ft). Page 3472 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 10333 1. Position the horn relay (1) to the underhood electrical center pressing in until fully seated. 2. Install the underhood electrical center cover. 3. Close the hood. Page 10730 Turn Signal Switch: Service and Repair Multifunction Turn Signal Lever Replacement - On Vehicle Removal Procedure Caution: Refer to SIR Caution in Service Precautions. 1. Disable the Supplemental Inflatable Restraints (SIR). 2. Remove the steering column trim cover. 3. Remove the mounting screw (1) from the multifunction switch (2). 4. Remove the multifunction switch (1) from the column (2). 5. Disconnect the electrical connectors (3) from the multifunction switch (1). Installation Procedure 1. Connect the electrical connectors to the multifunction switch (1). 2. Position the multifunction switch (1) on the steering column (2) while depressing the spring loaded horn pin. Page 1024 Electrical Symbols Part 1 Page 4233 Manifold Pressure/Vacuum Sensor: Service and Repair MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the screws that attach the MAP sensor to the bracket. 3. Disconnect the MAP sensor electrical connector. 4. Disconnect the MAP inlet vacuum hose. 5. Remove the MAP sensor from the bracket. INSTALLATION PROCEDURE 1. Position the MAP sensor to the bracket. 2. Connect the MAP inlet vacuum hose. 3. Connect the MAP sensor electrical connector. NOTE: Refer to Fastener Notice in Service Precautions. 4. Install the retaining bolt. Tighten Tighten the retaining bolt to 3 N.m (27 lb in). Page 4304 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 3223 Mass Air Flow (MAF) Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Heater Hose Replacement - Inlet Heater Hose: Service and Repair Heater Hose Replacement - Inlet TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the engine coolant. Refer to Draining and Filling Cooling System Cooling System. 2. Use J 38185 to reposition the inlet heater hose clamp from the quick-connect fitting. 3. Disconnect the inlet heater hose (1) from the quick-connect fitting. 4. Use J 38185 to reposition the inlet heater hose clamp from the heater core. 5. Disconnect the inlet heater hose from the heater core. 6. Remove the inlet heater hose. INSTALLATION PROCEDURE Page 5853 Shifter A/T: Service and Repair Shift Control Replacement Shift Control Replacement Removal Procedure 1. Set the park brake and chock the wheels. 2. Disconnect the transaxle range selector cable terminal from the transaxle manual shift lever pin. 3. Pull the locking tab (4) upward. 4. Remove the cable from the transaxle cable bracket. 5. Remove the center console. 6. Pull the cable locking clip fully upward. 7. Disconnect the transaxle range selector cable terminal from the shift lever pin. 8. Remove the range selector cable from the shift control assembly. 9. Remove the range selector cable grommet from the cowl. 10. Remove the range selector cable from the vehicle. Installation Procedure Page 5106 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 8467 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Service and Repair Backup Light Bulb: Service and Repair TAIL LAMP ASSEMBLY AND/OR BACKUP, SIDEMARKER, STOP, TURN SIGNAL BULB REPLACEMENT REMOVAL PROCEDURE 1. Open the rear compartment. 2. Remove the cargo net from the retainers. 3. Remove the cargo net retainers. 4. Pull back the rear compartment trim to access the tail lamp nuts. 5. Remove the tail lamp nuts. 6. Disconnect the tail lamp electrical connector from the tail lamp. Page 1541 6. Install a new seal washer on condenser end of the evaporator hose assembly. 7. Install the evaporator hose and bolt to the condenser. Tighten Tighten the fitting bolt to 25 N.m (18 lb ft). 8. Install the right front fender liner. 9. Lower the vehicle. 10. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 11. Leak test the fittings of the component using the J 39400-A Page 9088 Trim Panel: Service and Repair Garnish Molding Replacement - Upper Pillar Garnish Molding Replacement - Upper Pillar Removal Procedure 1. Remove the IP end cap cover from the IP carrier. 2. Remove the screw for the upper garnish molding in the bussed electrical center. 3. Pull outward on the windshield side upper garnish molding (2) to disengage the clips (1). 4. Remove the windshield side upper garnish molding (2). Installation Procedure 1. Install the windshield side upper garnish molding (2). 2. Apply inward pressure to the windshield side of the upper garnish molding (2) to engage the clips (1). Notice: Refer to Fastener Notice in Service Precautions. 3. Install the upper garnish molding screw. Tighten the screw to 1 N.m (9 lb in). 4. Install the IP end cap cover to the IP carrier. Page 5011 Conversion - English/Metric Page 2717 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 3160 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 6422 6.2. Rotate the rotor and locate the point with the highest dial indicator reading (rotor "high spot"). 6.3. Note the amount and location of the "high spot" on the rotor and mark the closest wheel stud relative to this location. 7. Select the appropriate "Brake Align(R) Correction Plate" required to compensate for the lateral run-out from the plates listed in the chart below. Verify that the plate selected corrects the run-out specification to within .040 mm (.0015 in) or less. 8. Remove the wheel nuts, conical washers and rotor. Important: Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. 9. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. 10. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 6.3. 11. Re-install the calipers and wheels. Important It is critical to follow the procedure below for torquing the wheels. Brake rotors may be distorted if the wheel nuts are tightened with an impact wrench or if this procedure is not followed exactly. Tighten Tighten the wheel nuts to 140 N.m (100 lb ft) with a TORQUE WRENCH following the three step method shown. ^ Hand tighten all 5 wheel nuts using the star pattern (refer to the illustration). ^ Tighten all 5 wheel nuts to approximately 1/2 specification using the star pattern. ^ Tighten all 5 wheel nuts to 140 N.m (100 lb ft) using the star pattern. 12. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor inboard friction surface approximately 12.7 mm (0.5 in) from the rotors's outer edge. 13. Rotate the wheel on the opposite side of the vehicle and confirm that lateral run-out is less than or equal to .040 mm (.0015 in). If run-out is less than or equal to.040 mm (.0015 in), proceed to Step 14. if run-out is greater than .040 mm (.0015 in), remove the wheel and secure the rotor using conical retaining washers J 45101-100 and the existing wheel nuts. Measure run-out following Steps 3 and 4 above to ensure that the right correction plate was selected and properly installed. If run-out is within specification, reinstall the wheel making sure to use the three step tightening procedure in Step 11 and check run-out per Steps 12 and 13. If run-out is still out of specification, index the wheel or install a wheel from another position on the car until the correct run-out specification is achieved Page 5007 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 9818 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 8812 Front Door Panel: Service and Repair Energy Absorber Pad Replacement - Front Door Energy Absorber Pad Replacement - Front Door The front door energy absorber pad is part of the front door trim panel and is not serviced separately. If the front door energy absorber pad is damaged and needs to be replaced, refer to Trim Panel Replacement - Side Front Door. Page 10271 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2773 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 715 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 5157 Camshaft Position Sensor: Service and Repair REMOVAL PROCEDURE Locations View 1. Turn OFF the ignition. 2. Remove the power steering pump. 3. Disconnect the sensor electrical connector. 4. Remove the attaching bolt. 5. Remove the sensor. 6. Inspect the sensor O-ring for wear, cracks or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE Page 8058 6. Remove the seat belt guide clip. Squeeze the guide clip from both sides in order to release the retainers. 7. Remove the seat belt retractor bolt. 8. Pull the retractor upward in order to disengage the retractor. 9. Remove the seat belt retractor assembly. INSTALLATION PROCEDURE Page 11054 1. Insert the hook of the wiper arm through the opening in the wiper blade. 2. Position the wiper blade pivot in the inside radius of the wiper arm hook. 3. Pull the wiper blade pivot into the wiper arm hook until the pivot locks into the hook. 4. Operate the wipers and inspect for proper operation. Page 7695 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 1141 Electrical Symbols Part 4 Page 4200 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 6396 14. Road test the car to verify the repairs. For vehicles repaired under warranty Brake Align(R) Run-Out Correction Plates should be submitted in Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are available through the following suppliers: ^ Dealer Equipment and Service ^ Brake Align(R) LLC Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 4306 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. OnStar(R) - Number Incorrect/Incorrectly Assigned Cellular Phone: All Technical Service Bulletins OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 742 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 2705 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 10421 Various symbols are used in order to describe different service operations. Page 4578 Fuel: Description and Operation Use regular unleaded gasoline rated at 87 octane or higher. The gasoline should meet specifications developed by the American Automobile Manufacturers Association (AAMA) and endorsed by the Canadian Motor Vehicle Manufacturers Association for better vehicle performance and engine protection. Gasoline meeting the AAMA specification could provide improved driveability and emission control system performance compared to other gasolines. For more information, write to: American Automobile Manufacturers Association, 7430. Second Ave., Suite 300, Detroit, MI, 48202. Be sure the posted octane is at least 87. If the octane is less than 87, you may get a heavy knocking noise when you drive. Severe knocking could damage your engine. If you are using fuel rated at 87 octane or higher and you hear heavy knocking, your engine needs service. But do not worry if you hear a little pinging noise when you are accelerating or driving up a hill. The pinging is normal, and you do not have to buy a higher octane fuel to get rid of pinging. The heavy, constant knock indicates a problem. NOTE: Your vehicle was not designed for fuel that contains methanol. Do not use methanol fuel which can corrode metal parts in your fuel system and also damage plastic and rubber parts. This kind of damage would not be covered under your warranty. If your vehicle is certified to meet California Emission Standards (indicated on the underhood emission control label), the vehicle is designed to operate on fuels that meet California specifications. If such fuels are not available in states adopting California emissions standards, your vehicle will operate satisfactorily on fuels meeting federal specifications, but the emissions control system performance may be affected. The Malfunction Indicator Lamp ( MIL) on your instrument panel may turn ON and/or your vehicle may fail a smog test. See "Malfunction Indicator Lamp" in the Index. If this occurs, return to your authorized GM dealer for diagnosis to determine the cause of the failure. If the cause of the condition is the type of fuels used, repairs may not be covered by your warranty. Some gasolines that are not reformulated for low emissions may contain an octane-enhancing additive called methylcyclopentadienyl manganese tricarbonyl (MMT). Ask your service station operator whether or not the fuel contains MMT. General Motors does not recommend the use of such gasolines. If fuels containing MMT are used, spark plug life may be reduced and your emission control system performance may be affected. The malfunction indicator lamp on your instrument panel may turn ON. If this occurs, return to your authorized GM dealer for service. To provide cleaner air, all gasolines in the United States are now required to contain additives that will help prevent deposits from forming in your engine and fuel system, allowing your emission control system to function properly. Therefore, you should not have to add anything to the fuel. In addition, gasolines containing oxygenates, such as ethers and ethanol, and reformulated gasolines may be available in your area to contribute to clean air. General Motors recommends that you use these gasolines, particularly if they comply with the specification described earlier. Fuels in Foreign Countries (Gasoline Engines) If you plan on driving in another country outside the United States or Canada, the proper fuel may be hard to find. Never use leaded gasoline or any other fuel not recommended in the previous text on fuel. Costly repairs caused by use of improper fuel would not be covered by your warranty. To check on fuel availability, ask an auto club, or contact a major oil company that does business in the country where you will be driving. Page 3508 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table as shown. DISCLAIMER Page 4528 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the air cleaner element retaining screws and remove the cover. 3. Remove the air cleaner element. Inspect the air cleaner element and replace if necessary. 4. Disconnect the mass air flow (MAF) sensor electrical connector. 5. Disconnect the intake air temperature (IAT) sensor electrical connector. 6. Disconnect the breather tube from the air intake duct. 7. Loosen the two air intake duct clamps and remove the air intake duct. INSTALLATION PROCEDURE 1. Install the air cleaner element in the air cleaner assembly. 2. Position the air cleaner cover on the air cleaner assembly. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the air cleaner retainer screws. Tighten Tighten the screws to 6 N.m (40 lb in). 4. Install the air intake duct. Page 4742 Fuel Rail: Service and Repair FUEL RAIL ASSEMBLY REPLACEMENT REMOVAL PROCEDURE An eight digit identification number is stamped on the left hand fuel rail (fueling even cylinders 2, 4, 6). Refer to this number if servicing or part replacement is required. CAUTION: In order to reduce the risk of fire and personal injury that may result from a fuel leak, always install the fuel injector O-rings in the proper position. If the upper and lower O-rings are different colors (black and brown), be sure to install the black O-ring in the upper position and the brown O-ring in the lower position on the fuel injector. The O-rings are the same size but are made of different materials. IMPORTANT: Take precautions to prevent dirt and other contaminants from entering the fuel passages when servicing the fuel rail assembly. Cap the fittings and plug the holes during servicing. 1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. 2. Remove the upper intake manifold. 3. Disconnect the engine fuel feed pipe at the fuel rail. 4. Disconnect the engine fuel return pipe at the fuel pressure regulator. 5. Remove the fuel feed pipe and fuel return pipe O-rings and discard. 6. Disconnect the main injector harness electrical connector. 7. Disconnect the connectors from the fuel injectors using the procedures in steps 8 and 9. Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 1868 Axle Nut: Specifications This article has been updated with bulletin 03-04-18-001 AXLE NUT New Style Nut ^ Tighten the NEW style nut to 235 Nm (173 ft. lbs.). Old Style Nut ^ Tighten the OLD style nut to 385 Nm (284 ft. lbs.). Page 7025 12. Loosen the bolts retaining the engine, IP, and forward lamp wiring harness connectors to the junction block. 13. Disconnect the engine wiring harness connector from the junction block. 14. Disconnect the IP wiring harness connector from the junction block. 15. Disconnect the forward lamp wiring harness connector from the junction block. Page 8889 6. Install the center pillar lower trim panel. 7. Install the center pillar upper trim panel. 8. Install the carpet retainer. Page 2387 Fuel Pressure: Testing and Inspection Fuel System Diagnosis SYSTEM DESCRIPTION When the ignition is turned ON, the powertrain control module (PCM) will turn ON the in-tank fuel pump. The in-tank fuel pump will remain ON as long as the engine is cranking or running and the PCM is receiving ignition reference pulses. If there are no ignition reference pulses, the PCM will turn the in-tank fuel pump OFF 2 seconds after the ignition is turned ON or 2 seconds after the engine stops running. The in-tank fuel pump is an electric pump attached to the fuel sender assembly. The fuel pump is designed to provide fuel at a pressure above the pressure needed by the fuel injectors. A fuel pressure regulator, attached to the fuel rail, keeps the fuel available to the fuel injectors at a regulated pressure. Unused fuel is returned to the fuel tank by a separate fuel return pipe. TEST DESCRIPTION Front Side Door Window Belt Inner Sealing Strip Replacement Front Door Window Glass Weatherstrip: Service and Repair Front Side Door Window Belt Inner Sealing Strip Replacement Sealing Strip Replacement - Front Door Window Belt Inner Removal Procedure 1. Remove the front door trim panel. 2. Pull upward on the inner belt sealing strip (1) in order to disengage it from the door flange. 3. Remove the front door inner belt sealing strip from the door. Installation Procedure 1. Position the front door inner belt sealing strip (1) to the front door. 2. Push downward on the inner belt sealing strip (1) in order to engage it to the door flange. 3. Install the front door trim panel. A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Specifications Compression Check: Specifications Compression Pressure limit ................................................................................................................. .........................................................689 kPa (100 psi) The lowest reading should not be less than 70 percent of the highest reading. Page 6336 Page 9747 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 10120 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 5043 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 5225 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 4270 Equivalents - Decimal And Metric Part 1 Page 4898 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 6912 C800 Page 5745 Parts are currently available from GMSPO. Disclaimer Page 4287 Electrical Symbols Part 2 Parts ID Label Location Paint: Application and ID Parts ID Label Location The vehicle service parts identification label is located in the rear compartment under the spare tire cover. The label is used to help identify the vehicle original parts and options. Page 5025 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3725 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 534 Electrical Symbols Part 1 Page 3610 Electrical Symbols Part 2 Page 2786 PCM Connector C2 Part 3 Page 2782 PCM Connector C1 Part 2 Page 3983 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 205 Body Control Module: Connector Views Body Control Module (BCM) C1 Page 564 Ambient Light Sensor: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Lighting and Horns Diagrams. Page 4226 Locations View Page 256 Various symbols are used in order to describe different service operations. Page 9310 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Suspension - Front End Squeaking Noise When Turning Suspension Strut / Shock Absorber: Customer Interest Suspension - Front End Squeaking Noise When Turning Bulletin No.: 04-03-08-015B Date: May 09, 2005 TECHNICAL Subject: Squeak Noise In Front End On Turns (Replace Strut Spring Seat) Models: 1999-2004 Chevrolet Cavalier 2000-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 2000-2004 Oldsmobile Alero 2000-2005 Pontiac Grand Am 1999-2004 Pontiac Sunfire Attention: Before performing the procedure in this bulletin, technicians should refer to Corporate Bulletin Number 02-03-08-008A if the vehicle has a rattle/creak or popping noise in the front end. Supercede: This bulletin is being revised to add the above Attention statement referencing Corporate Bulletin Number 02-03-08-008A. Please discard Corporate Bulletin Number 04-03-08-015A (Section 03 Suspension). Condition Some customers may comment that the front end of the vehicle has a squeaking noise on left or right turns. Cause This condition may be caused by metal to metal contact between the strut mount and the spring seat. Correction Replace the strut spring seat, P/N 89047655. This new seat includes a deflector ring and will eliminate the contact between the strut mount and the spring seat. Refer to Strut, Strut Component And Or Spring Replacement. The documents below are for Chevrolet Cavalier and Pontiac Sunfire. ^ 1999 Document ID #173282. ^ 2000 Document ID #529476. ^ 2001 Document ID #635853. ^ 2002-2003 Document ID #630647. ^ 2004 Document ID #1173083. The document below is for the Chevrolet Classic. ^ 2004-2005 Document ID #1174192 The documents below are for the Chevrolet Malibu. ^ 2000 Document ID #528929. ^ 2001-2005 Document ID #640868. The documents below are for the Oldsmobile Alero and Pontiac Grand Am. ^ 2000 Document ID #526124. ^ 2001-2003 Document ID #635853. ^ 2004 Document ID #1173889. ^ 2005 (Grand Am only) Document ID #1173889. Page 760 Conversion - English/Metric Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Page 1310 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 2915 Locations View 1. Lubricate the O-ring with clean engine oil. Replace the O-ring if the O-ring is damaged. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the camshaft position sensor. Tighten Tighten the retaining bolt to 8 N.m (71 lb in). 3. Connect the sensor electrical connector. 4. Install the power steering pump. A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks Seals and Gaskets: All Technical Service Bulletins A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 11021 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Service Precautions Vehicle Lifting: Service Precautions CAUTION: ^ To help avoid personal injury, always use jack stands when you are working on or under any vehicle that is supported only by a jack. ^ To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist, support the vehicle with jack stands at the opposite end from which the components are being removed. Page 7913 Blower Motor Relay: Service and Repair BLOWER MOTOR RELAY REPLACEMENT REPAIR PROCEDURE 1. Remove the electrical center cover. 2. Remove the blower motor control relay from the electrical center INSTALLATION PROCEDURE 1. Install the blower control relay to the electrical center. 2. Install the electrical center cover. Page 9408 3. On the inner recliner, perform the following steps: 1. Install the cable end (1) to the recliner (3). 2. Rotate the cable end (1) 90 degrees. 3. Install the cable conduit (2) to the recliner retainer. 4. On the outer recliner, perform the following steps: 1. Install the cable end (2) to the recliner. 2. Rotate the cable conduit 90 degrees. 3. Install the cable conduit bracket bolt (3). Tighten the bolt to 4 N.m (35 lb in). 5. Adjust the front seat cushion cover to a desired appearance. Refer to Seat Cushion Cover Replacement - Front. 6. Install the seat back recliner handle. 7. Adjust the seat back cover to a desired appearance. Refer to Seat Back Cover Replacement - Front. 8. Install the front bucket seat. Seat Back Recliner Handle Replacement - Front Seat Back Recliner Handle Replacement - Front Removal Procedure 1. Release the retainer from the base of the recliner handle using a small flat-bladed tool. Page 8464 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 6612 Brake Master Cylinder: Service and Repair Master Cylinder Reservoir Master Cylinder Reservoir - Filling Master Cylinder Reservoir Filling Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II (R), GM P/N 12377g67 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Visually inspect the brake fluid level through the brake master cylinder reservoir. 2. If the brake fluid level is at or below the half-full point during routine fluid checks, the brake system should be inspected for wear and possible brake fluid leaks. 3. If the brake fluid level is at or below the half-full point during routine fluid checks, and an inspection of the brake system did not reveal wear or brake fluid leaks, the brake fluid may be topped-off up to the maximum-fill level. 4. If brake system service was just completed, the brake fluid may be topped-off up to the maximum-fill level. 5. If the brake fluid level is above the half-full point, adding brake fluid is not recommended under normal conditions. 6. If brake fluid is to be added to the master cylinder reservoir, clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. Use only Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Master Cylinder Reservoir - Replacement Master Cylinder Reservoir Replacement Removal Procedure 1. Remove the master cylinder. 2. Secure the master cylinder in a vise. Do not clamp the master cylinder body, secure only at the flange. 3. Remove the brake fluid level sensor. Using needle nose pliers, carefully depress the retaining tabs (1) on the end of the brake fluid level sensor and press the sensor through the reservoir to remove. Page 9964 Electrical Symbols Part 4 A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 10865 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 2960 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (7X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Remove the right tire and wheel. 4. Turn steering wheel fully to the left. 5. Disconnect the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from engine. 8. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install the sensor to the block. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor attaching bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the sensor electrical connector. 5. Install the right tire and wheel. Page 10661 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7887 Refrigerant: Service Precautions CAUTION: ^ Avoid breathing the A/C Refrigerant 134a (R-134a) and the lubricant vapor or the mist. Exposure may irritate the eyes, nose, and throat. Work in a well ventilated area. In order to remove R-134a from the A/C system, use service equipment that is certified to meet the requirements of SAE J 2210 (R-134a recycling equipment). If an accidental system discharge occurs, ventilate the work area before continuing service. Additional health and safety information may be obtained from the refrigerant and lubricant manufacturers. ^ For personal protection, goggles and gloves should be worn and a clean cloth wrapped around fittings, valves, and connections when doing work that includes opening the refrigerant system. If R-134a comes in contact with any part of the body severe frostbite and personal injury can result. The exposed area should be flushed immediately with cold water and prompt medical help should be obtained. Page 5107 Various symbols are used in order to describe different service operations. Page 9519 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 6477 A: Because the Pro-Cut on-car lathe adjusts in a live mode while spinning the hub/rotor, the dynamics of a floating axle are effectively eliminated. Once the lathe is compensated, there is no difference in the cutting/surface finish and LRO are just the same as with a non-floating axle. - Q: Which lathe is essential for performing brake work, the bench or on-car? A: Dealers must have a well maintained bench lathe and well maintained on-car lathe. These lathes need to be calibrated on a monthly basis. BOTH lathes are essential to providing quality brake service. - Q: What is the expected tip life for an on-car lathe? A: The geometry and composition of the Pro-Cut tips are designed for "single pass" cutting. When using the Pro-Cut the cutting depth should be set to take all material needed to get below rust grooves, eliminate all run-out and resurface the entire disc in a single pass. Cuts of 0.1016-0.381 mm (0.004-0.015 in) will provide the best surface finish and the optimal tip life. No "skim cut" or "finish cut" is needed. Failure to follow this procedure will shorten tip life. The Pro-cut tips will last between 7-12 cuts per corner. With three usable corners, a pair of tips is good for at least 21 cuts. - Q: Why does GM recommend the use of single pass (referred to as "positive rake") bench and on-car brake lathes? A: GM Service and GM Brake Engineering have performed competitive evaluations on a significant number of bench and on-car brake lathes. These tests measured critical performance characteristics such as flatness, surface finish and the ability of the lathe to repeat accuracy over many uses. In each test, single pass lathe designs out performed the competitors. Single pass brake lathes are more productive requiring less time to perform the same procedure. - Q: Is it okay to leave the caliper/pads installed while cutting rotors using an on-car lathe? A: On-car lathes should never be used with the pads and calipers installed on the vehicle. The debris from cutting the rotors can contaminate the brake pads/calipers which can lead to other brake concerns and comebacks. - Q: What information needs to be documented on the Repair Order? A: Any claim that is submitted using the labor operations in this bulletin, must have the Original Rotor Thickness and Refinish Rotor Thickness (if refinished) documented on the repair order. For more information, refer to the "Repair Order Required Documentation" section of this bulletin. All Warranty Repair Orders paid by GM, are subject to review for compliance and may be debited where the repair does not comply with this procedure. Brake Warranty BRAKE WARRANTY Brake Rotors: - Brake rotor warranty is covered under the terms of the GM New Vehicle Limited Warranty. Reference the vehicle's warranty guide for verification. - Rotors should not be refinished or replaced during normal/routine pad replacement. - Rotors should not be refinished or replaced and is ineffective in correcting brake squeal type noises and/or premature lining wear out. - Rotors should not be refinished or replaced for cosmetic corrosion. Clean up of braking surfaces can be accomplished by 10-15 moderate stops from 56-64 km/h (35-40 mph) with cooling time between stops. - Rotors should not be refinished or replaced for rotor discoloration/hard spots. - Rotors should be refinished NOT replaced for Customer Pulsation concerns. This condition is a result of rotor thickness variation, usually caused by LRO (wear induced over time and miles) or corrosion (Lot Rot). - When rotor refinishing, only remove the necessary amount of material from each side of the rotor and note that equal amounts of material do not have to be removed from both sides on any brake system using a floating caliper. - Rotors should be refinished for severe scoring - depth in excess of 1.5 mm (0.060 in). Important If the scoring depth is more than 1.5 mm (0.060 in) after the rotor is refinished, it should be replaced. Page 10742 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 2147 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 566 Ambient Light Sensor: Service and Repair REMOVAL PROCEDURE 1. Pull back the Instrument Panel (IP) carrier far enough to gain access to the ambient light sensor (2). 2. Rotate the ambient light sensor a 1/4-turn to release the sensor from the defrost duct (1). 3. Disconnect the electrical connector (3) from the ambient light sensor (2). 4. Remove the ambient light sensor (2). INSTALLATION PROCEDURE 1. Connect the electrical connector (3) to the ambient light sensor (2). 2. Install the ambient light sensor (2) to the defrost duct (1), then rotate a 1/4 - turn to secure the sensor. 3. Push back the IP carrier to the original position. Page 8054 IMPORTANT: Remove any twists in the seat belt webbing before final assembly. 1. Install the seat belt retractor assembly. 2. Insert the top of the retractor into the mounting slots and pull downward. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the seat belt retractor bolt. Tighten Tighten the bolt to 42 N.m (31 lb ft). Page 8757 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 3533 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Description and Operation Air Bag Harness: Description and Operation INFLATABLE RESTRAINT WIRING HARNESSES The inflatable restraint wiring harnesses connect the SDM, inflator modules, discriminating sensors, deployment loops, and the Class 2 serial data circuit together using weather pack connectors. SIR system connectors are yellow in color for easy identification. When repairing SIR system wiring harnesses, follow the proper testing and wiring repair procedures. Page 10609 Electrical Symbols Part 3 Page 10430 Brake Light Switch: Adjustments Stop Lamp Switch Adjustment Notice: Proper stoplamp switch adjustment is essential. Improper stoplamp switch adjustment may cause brake drag, heat buildup and excessive brake lining wear. Important: Adjust the stop lamp switch and cruise control release at the same time. The adjustment procedures for the stop lamp switch and the cruise control release switch are identical. 1. Insert the stop lamp switch (3) into the retainer until the switch body is seated on the retainer. 2. Pull the brake pedal (4) upward against the internal pedal stop. 3. Turn the switch (3) 90 degrees clockwise in order to lock the switch into position. Page 8055 4. Install the seat belt guide clip. Ensure that the unit locks into position. 5. Install the shoulder belt guide. 6. Install the shoulder belt guide bolt. Tighten Tighten the bolt to 42 N.m (31 lb ft). Page 4268 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 5232 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 1294 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Hood Latch Striker Replacement Hood Latch: Service and Repair Hood Latch Striker Replacement Hood Latch Striker Replacement Removal Procedure 1. Open the hood. 2. Mark the location of the hood latch striker on the hood. 3. Remove the hood latch striker bolts (2) from the hood. 4. Remove the hood latch striker (1) from the hood. Installation Procedure 1. Position the hood latch striker (1) to the hood to the marks on the hood.. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the hood latch striker bolts (2) to the hood. Tighten the bolts to 25 N.m (18 lb ft). 3. Adjust the hood latch striker if necessary. 4. Close the hood. Page 6159 For vehicles repaired under warranty, use the table. Disclaimer Page 4650 During normal operation, the O-rings located in the female connector will swell and may prevent proper reconnection if not lubricated. 1. Apply a few drops of clean engine oil to the male pipe end. 2. Push both sides of the fitting together to cause the retaining tabs to snap into place. 3. Once installed, pull on both sides of the fitting to make sure the connection is secure. 4. Install the retainer to the quick-connect fitting. Locations Locations View Page 2777 Equivalents - Decimal And Metric Part 1 Campaign - T/S/Hazard Switch Warranty Extension Technical Service Bulletin # 04098A Date: 060111 Campaign - T/S/Hazard Switch Warranty Extension Bulletin No.: 04098A Date: January 11, 2006 SPECIAL POLICY Subject: 04098 - Special Policy Adjustment - Turn Signal/Hazard Warning Flashers Models: 1999-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am Supercede: This bulletin is being revised to include 2001-2002 Chevrolet Malibu, Oldsmobile Alero, and Pontiac Grand Am vehicles. Due to part availability, it is anticipated that customers will not be notified until late April 2006. In the meantime, should a customer bring in a 2001-2002 Chevrolet Malibu, Oldsmobile Alero, or Pontiac Grand Am vehicle because the turn signal/hazard warning flashers are inoperative, repair the vehicle as described in this bulletin and submit the claim using the labor code found in this bulletin. Please discard all copies of bulletin 04098 issued December 2004. Condition Some customers of 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass may have turn signal/hazard flashers that become inoperative. Special Policy Adjustment This special policy covers the condition described above for a period of 10 years or 150,000 miles (240,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For 1999-2000 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after December 23, 2004 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to December 23, 2004 must be submitted to the Service Contract provider. For 2001-2002 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after January 11, 2006 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to January 11, 2006 must be submiffed to the Service Contract provider. Vehicles Involved Page 2102 Oil Level Sensor For ECM: Diagrams Engine Oil Level Switch Page 1464 Disclaimer Page 6051 Axle Shaft: Service and Repair Output Axle Shaft Sleeve and Seal Output Axle Shaft Sleeve and Seal Replacement * Tools Required J 41227 Output Shaft Sleeve Remover - J 41228 Output Shaft Sleeve Installer Removal Procedure 1. Raise the vehicle. Support the vehicle. 2. Remove the drive axle assembly. 3. Remove the snap ring from axle. 4. Remove the output axle seal. Page 6139 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 8952 3. Install the remote release cable (1) to the lock release box, if equipped. 4. Connect the electrical connector to the rear compartment lid latch, if equipped. 5. Press the rear compartment lid latch cable (8) onto the lock cylinder until the retainer tabs are fully seated. 6. Close the rear compartment. Page 10925 Window Switch - Driver, C2 Page 3016 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 3935 Equivalents - Decimal And Metric Part 1 A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set Wiring Harness: Customer Interest A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set Bulletin No.: 02-07-30-022B Date: October 20, 2003 TECHNICAL Subject: Service Engine Soon (SES) Light On With DTCs P0716 and/or P0717, P0730, P0753, P0758, P1860, P1887, or other Miscellaneous Transmission Trouble Codes Set (Repair Wiring at Transaxle Wiring Pass-thru Connector) Models: 2000-2004 Buick Century, LeSabre, Park Avenue, Regal 2003-2004 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2004 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2004 Chevrolet Classic 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Aurora 2000-2004 Oldsmobile Alero, Silhouette 2000-2004 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2004 Pontiac Aztek 2000 Toyota Cavalier with 4T65-E, 4T40-E or 4T45-E Transaxle (RPOs MN3, MN7, M15, M76, MN4, MN5) Supercede: This bulletin is being revised to add the 2004 model year as well as the Chevrolet Classic model. Please discard Corporate Bulletin Number 02-07-30-022A (Section 07-Transmission/Transaxle). Condition Some customers may comment that the Service Engine Soon (SES) indicator is illuminated and that while the light is illuminated, transmission shifts are extremely harsh. Cause These types of conditions may be caused by an intermittent connection at the transaxle 20-way connector to the wiring harness interface. Correction If a DTC was recorded and the Freeze Frame and Failure Records back it up, a problem existed at one time with the wiring and/or the connectors between the transaxle and the PCM. Therefore, a thorough inspection and/or repair of the wiring harness at the transaxle 20-way connector for one or more of the following conditions may be warranted. ^ The wiring harness is stretched too tightly or other components are pressing on the connector body itself causing a downward pressure on the connector body and possible intermittent contact of the wiring terminals. Ensure proper clearance to any other components and wiring (i.e. hoses, battery cables, etc.). ^ The terminals are not fully seated into the cavity of the connector body. ^ The male terminals in the transaxle portion of the connector may be in the wrong position (i.e. bent). ^ The female terminals may be loose and are not making proper contact. Check the tension with the proper terminal tester from the GM Terminal Test Kit J 35616-A or J 35616-92. If the tension is low, replace the terminal. Do not try to re-form the terminal. ^ The crimp of the terminal to the wire may not be satisfactory (i.e. loose, over insulation, etc.). ^ The wiring connector is not properly seated and locked in position. Ensure proper seating of the connector into the transaxle and that the connector is properly locked in place. Warranty Information Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 10779 You MUST use a silver-bearing solder to make the solder joint. DO NOT attempt this repair with conventional tin/lead alloy solders. Most suppliers have this type of solder available and it is available nationally at Radio Shack(R)*. It is sold in several diameters and either are acceptable for this repair. 5. For this step, it is permitted that two technicians be used if required. Heat the new connector on the surface of the buss bar that is to be soldered. Long nose pliers are suggested to hold the electrical connector and the defroster tab in place. Keep the solder ready and begin flowing out the solder as soon as the melting temperature has been reached. Tip If a single technician is attempting this repair, it is beneficial to wrap one turn of the solder around the new contacts base. In this manner, as the melting point of the solder is reached, a layer is deposited on the bottom side of the contact. Important Try to align the new contact so that it is positioned with the same orientation as the original contact. 6. The above illustrates an ideal finished solder joint. Additional stray solder will not harm the performance of the bond; however, while it is unlikely that customers may refer to the appearance of the rear window defroster and its components as a positive styling feature of the vehicle interior, it is easy to elicit the opposite reaction due to a poor cosmetic application. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Acrysol(TM) can be ordered directly from Kent Automotive at 1-800-654-6333 (in Canada, 1-800-563-1717). Radio Shack(R) products can be found nationally at retail locations, www.radioshack.com, or at 1-800-843-7422. All other parts can be ordered through GMSPO or SSPO. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) Page 4231 Steps 10-19 The number below refers to the step number on the diagnostic table. 2. This step tests the MAP sensor's ability to correctly indicate BARO. The BARO varies with altitude and atmospheric conditions. 103 kPa is the approximate BARO displayed by the MAP sensor at or near sea level. Page 786 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 3145 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 7217 Power Steering Pump: Pressure, Vacuum and Temperature Specifications High Flow (Gallons Per Minute) 1500 RPM 1.95/2.35 GPM Pressure Relief 1400/1500 PSI Page 1210 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 1502 Locations View Page 6483 Note the AMOUNT and LOCATION of the "high spot" on the rotor and mark the closest wheel stud relative to this location. Remove the rotor. Select the appropriate Brake Align(R) Runout Correction Plate for this vehicle using the Application Chart. Make sure the selection corrects the amount of runout that was diagnosed. Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and the rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 7. The rotor should then be secured onto the hub and tightened to the proper specification. The rotor should be dial indicated once more to assure that the rotor is now within specification. The brake system is now ready for the remaining service and assembly. Once the caliper has been installed, check to ensure that the rotor rotates freely. Parts Information Brake Align(R) Runout Correction Plates are available through the suppliers shown. Page 1149 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2273 Front Crankshaft Seal: Service and Repair Crankshaft Front Oil Seal Replacement ^ Tools Required J 35468 Crankshaft Seal Installer and Centering Tool Removal Procedure 1. Remove the crankshaft balancer. Important: Do not damage the crankshaft. 2. Remove the crankshaft key from the keyway. 3. Pry out the oil seal using a large screwdriver or the equivalent. 4. Inspect the following items for scratches: ^ The front cover ^ The crankshaft Installation Procedure Page 10502 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Front Wheel Fastener: Service and Repair Front Wheel Stud Replacement ^ Tools Required J 43631 Ball Joint Separator Removal Procedure Important: Use a 36 mm (1.42 inch) wheel bolt for front service replacement only. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the brake caliper and bracket. Hang the caliper and the bracket from the vehicle. DO NOT allow the caliper and the bracket to hang by the brake hose. 4. Remove the brake rotor. 5. Use the J 43631 in order to extract the stud from the hub. Installation Procedure 1. Install a replacement stud in the wheel hub. 2. Add enough washers (3) in order to draw the stud into the hub (2). 3. Install the wheel nut (1) with the flat side against the washers (3). 4. Tighten the wheel nut (1) until the wheel stud is fully seated against the hub flange. 5. Back off the wheel nut (1) and remove the washers (3). 6. Install the brake rotor. 7. Install the brake caliper and bracket. 8. Install the tire and wheel assembly. 9. Lower the vehicle. Page 6875 4. For the driver side only: 4.1. Remove the left half of the sound insulator from the IP carrier and disengage the wire harness from the cross vehicle beam. 4.2. Disengage the IP fuse block tabs from the cross vehicle beam. 4.3. Pull the IP fuse block away from the IP carrier. 4.4. Loosen the inboard junction block electrical connector bolts. Disengage the junction block electrical connector tabs from the IP fuse block. 4.5. Note where the fuses and relays are located and remove if required. 5. For the passenger side only: 5.1. Remove the IP storage compartment from the IP carrier. 5.2. Through the opening in the IP storage compartment, loosen the inboard junction block electrical connector bolts. Disengage the inboard junction block electrical connectors tabs from the IP fuse block. 5.3. Disengage the IP fuse block from the cross vehicle beam and remove the passenger side fuse block from the IP carrier. 5.4. Note where the fuses and relays are located and remove if required. INSTALLATION PROCEDURE Page 4142 Fuel Tank Pressure Sensor: Service and Repair REMOVAL PROCEDURE 1. Remove the fuel tank. 2. Disconnect the fuel tank pressure sensor electrical connector. 3. Remove the fuel tank pressure sensor from the fuel sender. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor to the fuel sender. 2. Connect the fuel tank pressure sensor electrical connector. 3. Install the fuel tank. Page 6442 - It is not necessary to replace rotors in pairs. Rotors may be replaced individually. However, caution should be exercised, as a variance in surface finish may cause a brake pull condition. - New rotors should not be refinished before installation. Original equipment rotor surfaces are ground to ensure smooth finish and parallelism between mounting and friction surfaces. If a new rotor has more than 0.050 mm (0.002 in) Lateral Run Out (LRO) when properly mounted on the hub, correct it using one of the following methods: 1. For hubless rotor designs, use the correction plate procedure found in the "GM Brake Service Procedure for Hubless Rotors" outlined in this bulletin. 2. For hubbed/trapped/captured rotor designs, refinish the rotor using an On-Car lathe and the procedure outlined in this bulletin. - Never reuse rotors that measure under the Minimum Thickness specification. In this instance, the rotor should be replaced. Important If the Minimum Thickness specification is not visible on the rotor, reference Service Information (SI) for the specific vehicle application. DO NOT use any other manufacturers rotor specifications. Brake Pads: Important When determining the warranty coverage (as an example) - if all four front or four rear brake pads are excessively worn evenly, that would NOT be covered under warranty since this type of wear is most likely due to driving habits or trailering. However, if the brake pads are excessively worn un-evenly, side-to-side or same side/inner-to-outer pads, then consideration should be given to cover this under warranty since this type of wear is most likely due to poor operation of other braking components. - Consideration should be given for covering brake pads up to 39,000 km (24,000 mi) (excluding owner abuse, excessive trailering, or the situations that would not be considered normal use). - Installation of new rotors does not require pad replacement. Do not replace pads unless their condition requires it - excessively worn, damage or contaminated. Brake Wear: Several factors impact brake lining wear and should be taken into account when reviewing related issues: - heavy loads / high temperatures / towing / mountainous driving / city driving / aggressive driving / driver braking characteristics (left foot or two feet) The following are conditions that may extend brake lining wear: - light loads / highway driving / conservative driving / level terrain Specifications Flex Plate: Specifications Flywheel Bolt ....................................................................................................................................... .................................................... 71 Nm (52 ft. lbs.) Page 4213 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 3123 Various symbols are used in order to describe different service operations. Page 3502 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table as shown. DISCLAIMER Page 888 Various symbols are used in order to describe different service operations. Page 6849 LH IP Fuse Block Page 6959 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Specifications Compression Check: Specifications Compression Pressure limit ................................................................................................................. .........................................................689 kPa (100 psi) The lowest reading should not be less than 70 percent of the highest reading. Suspension - Front End Squeaking Noise When Turning Suspension Strut / Shock Absorber: All Technical Service Bulletins Suspension - Front End Squeaking Noise When Turning Bulletin No.: 04-03-08-015B Date: May 09, 2005 TECHNICAL Subject: Squeak Noise In Front End On Turns (Replace Strut Spring Seat) Models: 1999-2004 Chevrolet Cavalier 2000-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 2000-2004 Oldsmobile Alero 2000-2005 Pontiac Grand Am 1999-2004 Pontiac Sunfire Attention: Before performing the procedure in this bulletin, technicians should refer to Corporate Bulletin Number 02-03-08-008A if the vehicle has a rattle/creak or popping noise in the front end. Supercede: This bulletin is being revised to add the above Attention statement referencing Corporate Bulletin Number 02-03-08-008A. Please discard Corporate Bulletin Number 04-03-08-015A (Section 03 Suspension). Condition Some customers may comment that the front end of the vehicle has a squeaking noise on left or right turns. Cause This condition may be caused by metal to metal contact between the strut mount and the spring seat. Correction Replace the strut spring seat, P/N 89047655. This new seat includes a deflector ring and will eliminate the contact between the strut mount and the spring seat. Refer to Strut, Strut Component And Or Spring Replacement. The documents below are for Chevrolet Cavalier and Pontiac Sunfire. ^ 1999 Document ID #173282. ^ 2000 Document ID #529476. ^ 2001 Document ID #635853. ^ 2002-2003 Document ID #630647. ^ 2004 Document ID #1173083. The document below is for the Chevrolet Classic. ^ 2004-2005 Document ID #1174192 The documents below are for the Chevrolet Malibu. ^ 2000 Document ID #528929. ^ 2001-2005 Document ID #640868. The documents below are for the Oldsmobile Alero and Pontiac Grand Am. ^ 2000 Document ID #526124. ^ 2001-2003 Document ID #635853. ^ 2004 Document ID #1173889. ^ 2005 (Grand Am only) Document ID #1173889. Page 10356 3. Connect the tail lamp electrical connector to the tail lamp. 4. Position the tail lamp to the quarter panel. 5. Install the tail lamp nuts, and hand tighten. 6. Fold the rear compartment trim to the original position. 7. Install the rear cargo net retainers, and hand tighten. 8. Install the rear cargo net to the retainers. 9. Close the rear compartment. Page 9537 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 6058 1. Install the small seal retaining clamp (1) on the neck of the inboard seal. Do not crimp. 2. Slide the seal onto the halfshaft bar. 3. Position the neck of the seal in the seal groove on the bar. Notice: Refer to Fastener Notice in Service Precaution. 4. Crimp the seal retaining clamp (1) using J 35910. - Crimp to 136 Nm (100 ft. lbs.). 5. Check gap dimension, continue tightening until gap dimension is reached. 6. Install the spacer ring (2) on the halfshaft bar (1) and beyond the second groove. Important: Ensure that the counterbored face of the spider assembly faces the end of the bar (1). 7. Slide the spider assembly toward the spacer ring as far as it will go on the bar. 8. Install the second retaining ring in the groove at the end of the bar (1) using J 8059. 9. Slide the spider assembly (2) towards the end of the bar (4). 10. Reseat the first spacer ring (1) in the groove on the bar (4). 11. Place approximately half of the grease from the service kit in the seal. Use the remainder of the grease to repack the housing. 12. Install the trilobal tripot bushing to the housing. Ensure the trilobal tripot bushing is flush with the face of the housing. 13. Position the larger new clamp on the seal. Page 799 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 6749 Electrical Symbols Part 4 Page 723 Various symbols are used in order to describe different service operations. Page 545 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 1270 Transmission Position Switch/Sensor: Specifications Park/Neutral Position Switch to Case ....................................................................................................................................................... 24 Nm (18 ft. lbs.) Page 9284 Sunroof / Moonroof Module: Service and Repair Power Sunroof Module Replacement REMOVAL PROCEDURE 1. Close the sunroof. 2. Remove the sunroof sunshade. 3. Remove the headliner. 4. Disconnect the sunroof module electrical connector from the sunroof module. 5. Disconnect the front and rear sunroof module drain hoses from the sunroof module. 6. With help from an assistant, support the sunroof module before removing the bolts. 7. Remove the sunroof module bolts from the sunroof module. 8. Remove the sunroof module from the vehicle through the door opening with an assistant. INSTALLATION PROCEDURE Page 6406 Brake Pad: Specifications ^ Replace the disc brake pads when the friction surface is worn to within 0.76 mm (0.030 inches) of the mounting plates. ^ Remove the brake calipers and inspect the friction surfaces of the inner and outer disc brake pads to ensure that they are level. Place the disc brake pad friction surfaces together and measure the gap between the surfaces. If more than 0.13 mm (0.005 inches) gap exists midway between the length of the disc brake pads, replace the disc brake pads. Page 6380 9. Remove the caliper mounting bolts. It may be necessary to use a wrench in order to hold the brake caliper pin from rotating. 10. Remove the 2 guide pins and the guide pin boots from the caliper bracket (1). 11. Inspect the guide pins and bores for corrosion. 12. Inspect the boots for cuts or nicks. Important: Do not attempt to polish away corrosion. 13. If damage to the guide pin boots, the guide pins, or the bores are found, replace the damaged component with new parts when installing the caliper. Installation Procedure 1. Lubricate the caliper pins and the boots with GM P/N 18010908 high temperature silicone brake lubricant or equivalent. Page 4911 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 6448 Page 921 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diagrams Rear Compartment Lid Release Actuator Page 441 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 3376 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Specifications Camshaft Gear/Sprocket: Specifications Camshaft Sprocket Bolt ....................................................................................................................... ................................................. 140 Nm (103 ft. lbs.) Locations Locations View Page 245 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 698 Electrical Symbols Part 3 Page 5479 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the Pressure Control Solenoid (PCS) retainer clip (304), the PCS with two O-rings and screen (312, 309, 310), the torque signal regulator valve (309), and the torque signal regulator spring (308). Installation Procedure 1. Install the torque signal regulator spring (308), the torque signal regulator valve (309), the Pressure Control Solenoid (PCS) with two O-rings and screen (312, 309, 310) and the PCS retainer clip (304) 2. Install the transmission side cover. Page 9532 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 5158 Locations View 1. Lubricate the O-ring with clean engine oil. Replace the O-ring if the O-ring is damaged. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the camshaft position sensor. Tighten Tighten the retaining bolt to 8 N.m (71 lb in). 3. Connect the sensor electrical connector. 4. Install the power steering pump. Page 2241 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Wheel Bearing/Hub Replacement - Rear Wheel Bearing: Service and Repair Wheel Bearing/Hub Replacement - Rear Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assemblies. Notice: Do not hammer on brake drum as damage to the bearing could result. 3. Remove the brake drum. 4. Remove the hub and bearing assembly (4) from the axle (2). The top rear attaching bolt (5) and nut (1) will not clear the brake shoe (3) when removing the hub and bearing assembly. Partially remove the hub and bearing assembly prior to removing this bolt. 5. Disconnect the rear ABS wheel speed sensor wire connector. 6. Remove the hub and bearing assembly (4) from the vehicle. Installation Procedure 1. Connect the rear ABS wheel speed sensor wire connector. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the hub and bearing assembly (4). Position the top rear attaching bolt (5) in the hub and bearing assembly prior to the installation in the axle assembly (2). ^ Tighten the hub bolts to 85 Nm (62 ft. lbs.). 3. Install the brake drum. 4. Install the tires and wheels. 5. Lower the vehicle. Page 6590 1. Install the brake hose (2) to the vehicle Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear brake hose retaining bolt (3) to the rear brake hose (2). ^ Tighten the retaining bolt to 50 Nm (37 ft. lbs.). 3. Install the brake hose (3) to the bracket (1). 4. Install the retainer clip (4) to the brake hose (1). 5. Install the rear brake pipe (3) to the brake hose (1). ^ Tighten the fitting to 27 Nm (20 ft. lbs.). 6. Bleed the brake hydraulic system. 7. Lower the vehicle. Page 187 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Instruments - GPS System Performance Degradation Antenna, Navigation: All Technical Service Bulletins Instruments - GPS System Performance Degradation Info - Global Position Sensor (GPS) Performance Degradation # 00-08-46-003B - (Feb 9, 2005) Models: 1996-2005 Passenger Cars and Trucks 2002-2005 Saturn Vehicles with Navigation Systems and/or OnStar(R) This bulletin is being revised to include additional information. Please discard Corporate Bulletin Number 00-08-46-003A (Section 08 - Body and Accessories). Navigation and OnStar(R) systems require a GPS antenna in order to function properly. This antenna may be located inside the vehicle. If the GPS antenna is located inside the vehicle, performance of the system may be compromised by window tinting film. If the GPS system performance is in question and the vehicle has window tinting, a quick diagnostic check can be made by temporarily moving the GPS antenna to an external vehicle surface, such as the decklid or roof. If the GPS function of the navigation or On Star(R) system operates normally with the antenna relocated the repair would not be considered a warranty repair. The subsequent repair procedure or GPS placement would be up to the customer. Some vehicles have the GPS antenna located on the rear window shelf Objects placed on the rear window shelf such as tissue boxes, books, dolls, etc,, also have the potential to interfere with GPS performance. Warranty Information Repairs made to the vehicle navigation and/or OnStar(R) system, which are the result of window tinting, are not considered warranty repairs. Disclaimer Instrument Panel - Rattle/Itching Noise Body Control Module: All Technical Service Bulletins Instrument Panel - Rattle/Itching Noise File In Section: 08 - Body and Accessories Bulletin No.: 02-08-49-002 Date: May, 2002 TECHNICAL Subject: Dash Rattle/Itching Noise From Instrument Panel/Glove Box Area While Driving (Reposition Body Control Module (BCM) Bracket and Insulate Blower Motor Bolt Washer) Models: 2002 Chevrolet Malibu 2002 Oldsmobile Alero 2002 Pontiac Grand Am Built Prior to VIN Breakpoints 2C535843 or 2M137264 Condition Some customers may comment on a dash rattle/itching type noise from the instrument panel/glove box area while driving. Cause This condition may be caused by the BCM mounting bracket contacting the bolt head washer of the blower motor mounting bolts. Correction To correct this condition, follow the service procedure below: 1. Remove the screws retaining the instrument panel right side closeout/insulator panel. 2. Remove the instrument panel closeout/insulator panel. 3. Slide the BCM out of the BCM bracket. 4. Inspect for a contact point between the BCM bracket (2) and the blower motor screw head washer (1). 5. Reposition the BCM bracket (2) approximately 5 mm (0.2 in) down by pulling down on the BCM bracket (2) near the contact point. 6. Install one Electrical Moisture Sealant Patch, 3M(R) P/N 054007-06149 or equivalent, on the blower motor between the BCM bracket (2) and the blower motor screw head washer (1). 7. Reinstall the BCM into the BCM bracket (2). 8. Install the instrument panel right side closeout/insulator panel. Page 6119 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 2711 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 7477 Tires: Technical Service Bulletins Tires/Wheels - Tire Puncture Repair Procedures INFORMATION Bulletin No.: 04-03-10-001F Date: April 27, 2010 Subject: Tire Puncture Repair Procedures For All Cars and Light Duty Trucks Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-001E (Section 03 - Suspension). This bulletin covers puncture repair procedures for passenger car and light duty truck radial tires in the tread area only. The tire manufacturer must be contacted for its individual repair policy and whether or not the speed rating is retained after repair. Caution - Tire changing can be dangerous and should be done by trained professionals using proper tools and procedures. Always read and understand any manufacturer's warnings contained in their customers literature or molded into the tire sidewall. - Serious eye and ear injury may result from not wearing adequate eye and ear protection while repairing tires. - NEVER inflate beyond 275 kPa (40 pounds) pressure to seat beads. Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. - NEVER stand, lean or reach over the assembly during inflation. Repairable area on a radial tire. Important - NEVER repair tires worn to the tread indicators 1.59 mm (2/32") remaining depth). - NEVER repair tires with a tread puncture larger than 6.35 mm (1/4"). - NEVER substitute an inner tube for a permissible or non-permissible repair. - NEVER perform an outside-in tire repair (plug only, on the wheel). - Every tire must be removed from the wheel for proper inspection and repair. - Regardless of the type of repair used, the repair must seal the inner liner and fill the injury. - Consult with repair material supplier/manufacturer for repair unit application procedures and repair tools/repair material recommendations. Three basic steps for tire puncture repair: 1. Remove the tire from the wheel for inspection and repair. Page 3378 Equivalents - Decimal And Metric Part 1 Page 10063 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 9390 Seat Back: Service and Repair Seat Back Cover and Pad - Rear Split Folding Seat Back Cover and Pad - Rear Split Folding Removal Procedure 1. Remove the split/folding rear seat back. 2. Remove the pivot bolt and bushing from the split/folding rear seat back. 3. Disconnect hook and loop strip retaining the rear seat cushion cover back and pull back to access the staples. 4. Remove the stables from the seat back cover. 5. Reach inside of the rear seat back cover in order to unfasten the hook and the loop retainers securing the rear seat back cover to the pad. 6. Remove the seat back cover from the seat back pad. Installation Procedure Page 5213 Knock Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 46 For vehicles repaired under warranty use, the table. Disclaimer Page 8404 Page 4399 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 10238 2. Remove the AIR BAG fuse from the panel. 3. Remove the three screws attaching the lower steering column cover to the steering column. 4. Remove the upper steering column cover. 5. Remove the two screws that attach the IP cluster bezel to the IP. 6. Using a small flat-blade screwdriver, gently pry out and remove the IP cluster trim plate from the IP. 7. Disconnect the electrical connectors from the other switches in the trim plate. 8. Disconnect the electrical connector from the hazard warning switch. 9. Using a small flat-blade screwdriver, carefully push in on the tabs to release the hazard warning switch from the IP cluster trim plate. 10. Remove the hazard warning switch by pushing in an outward motion on the switch while holding onto the IP cluster trim plate. 11. Install the new hazard warning switch by pushing in an inward motion on the switch while holding onto the IP cluster trim plate. Push inward on the switch until it is fully seated into the IP cluster trim plate. Page 5994 2. Once the valve is removed, inspect for any scratching or scoring. 3. If any scratching or scoring is found, then the fingernail test will need to be performed. Important: It has been found that in most cases that the scratches are not severe enough to catch your fingernail. 4. Using your fingernail, move over any scratches to see if your nail will catch on the scratch or score. - If your nail catches in the scratches, the valve will need to be replaced. - If your nail does not catch in the scratches, continue with the next step. 6. Important: Clean the valve body with the machined side down so debris may escape. 7. Clean the valve and bore using brake cleaner. 8. Blow off with shop air. 9. To verify free movement of the valve, dip the valve into clean ATF and install the valve back into the appropriate bore. The valve should move freely. If the valve moves freely, in most cases the valve body will function properly when reinstalled. 10. Reassemble and retest Warranty Information For vehicles repaired under warranty, use the table. Page 4798 Steps 3-8 Page 9130 Power Door Lock Actuator: Service and Repair Lock Actuator Replacement - Rear Door Lock Actuator Replacement - Rear Door Removal Procedure 1. Remove the rear door lock. 2. Remove the rear door lock actuator screws. 3. Remove the rear door lock actuator from the rear door lock. Installation Procedure 1. Position the rear door lock actuator to the rear door lock. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear door lock actuator screws. Tighten the screws to 2 N.m (18 lb in). 3. Install the rear door lock. Page 5075 Ignition Control Module: Service and Repair REMOVAL PROCEDURE 1. Disconnect all the electrical connectors at the ignition control module. 2. Note position of spark plug wires for installation and disconnect the spark plug wires from ignition coils. 3. Remove the screws securing coil assemblies to ignition control module. 4. Remove the coils from ignition control module. 5. Remove the ignition control module from the bracket. INSTALLATION PROCEDURE 1. Install the ignition control module on the bracket. 2. Install the coils to ignition control module. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the screws. Tighten Tighten the screws to 4.5 N.m (40 lb in). 4. Connect the spark plug wires as noted during removal. 5. Connect the electrical connectors to the ignition control module. Page 9817 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Engine - Noise/Damage Oil Filter Application Importance Oil Filter: Technical Service Bulletins Engine - Noise/Damage Oil Filter Application Importance INFORMATION Bulletin No.: 07-06-01-016B Date: July 27, 2009 Subject: Information on Internal Engine Noise or Damage After Oil Filter Replacement Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being updated to add model years. Please discard Corporate Bulletin Number 07-06-01-016A (Section 06 - Engine/Propulsion System). Important Engine damage that is the result of an incorrect or improperly installed engine oil filter is not a warrantable claim. The best way to avoid oil filter quality concerns is to purchase ACDelco(R) oil filters directly from GMSPO. Oil filter misapplication may cause abnormal engine noise or internal damage. Always utilize the most recent parts information to ensure the correct part number filter is installed when replacing oil filters. Do not rely on physical dimensions alone. Counterfeit copies of name brand parts have been discovered in some aftermarket parts systems. Always ensure the parts you install are from a trusted source. Improper oil filter installation may result in catastrophic engine damage. Refer to the appropriate Service Information (SI) installation instructions when replacing any oil filter and pay particular attention to procedures for proper cartridge filter element alignment. If the diagnostics in SI (Engine Mechanical) lead to the oil filter as the cause of the internal engine noise or damage, dealers should submit a field product report. Refer to Corporate Bulletin Number 02-00-89-002I (Information for Dealers on How to Submit a Field Product Report). Disclaimer Page 1820 Acceptably Prepared (Cleaned-Up) Wheel Surface 6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially available tire sealant such as Patch Brand Bead Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat 7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel Removal and Installation in SI. Parts Information Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Engine - Revised Cylinder Head Bolt Torque/Sequence Cylinder Head Bolts: Technical Service Bulletins Engine - Revised Cylinder Head Bolt Torque/Sequence INFORMATION Bulletin No.: 02-06-01-003B Date: April 15, 2008 Subject: Revised Cylinder Head Bolt Torque Specification and Tightening Sequence Models: 1994-1998 Buick Skylark 1994-2002 Buick Century, Regal 2002 Buick Rendezvous 1994-1996 Chevrolet Beretta, Corsica, Lumina APV 1994-2000 Chevrolet Camaro, Lumina 1994-2002 Chevrolet Monte Carlo 1997-2002 Chevrolet Malibu, Venture 2000-2002 Chevrolet Impala 1993-1996 Oldsmobile Ciera 1993-1997 Oldsmobile Cutlass Supreme 1994-2002 Oldsmobile Silhouette 1996-1999 Oldsmobile Cutlass 1998 Oldsmobile Achieva 1999-2002 Oldsmobile Alero 1994-2000 Pontiac Firebird, TransSport 1994-2002 Pontiac Grand Am, Grand Prix 1999-2002 Pontiac Montana 2001-2002 Pontiac Aztek with 3.1L or 3.4L Engine (VINs J, E - RPOs LG8, LA) Supercede: This bulletin is being revised to include a Notice advising that the cylinder head bolts are NOT to be re-used. Please discard Corporate Bulletin Number 02-06-01-003A (Section 06 - Engine). Notice: This component uses torque-to-yield bolts. When servicing this component do not re-use the bolts. New torque-to-yield bolts must be installed. Re-using used torque-to-yield bolts will not provide proper bolt torque and clamp load. Failure to install NEW torque-to-yield bolts may lead to engine damage. The cylinder head bolt torque and tightening sequence have been revised. This revision has been made in the SI. If you are using a paper version of this Service Manual please make a reference to this bulletin on the affected page. The revised specification is as follows: Tighten the NEW cylinder head bolts to 60 N.m (44 lb ft) in the order shown. Use the J 36660-A torque angle meter in order to rotate the cylinder head bolts an additional 95 degrees. Page 6430 Important When using any one of the brake labor operations listed in this bulletin (except for H9709 - Brake Burnish), the following two rotor measurements (1. Original Rotor Thickness, 2. Refinished Rotor Thickness are required and MUST be written/documented on the repair order, or for your convenience, complete the form (GM Brake Service Repair Order Documentation for Required Measurements) shown above and attach it to the repair order. If the Warranty Parts Center generates a request, this Documentation/Form must be attached to the repair order that is sent back. Important Documentation of brake lathe maintenance and calibration as recommended by the lathe manufacturer must be available for review upon request. Repair Order Documentation - Rotor Original And Refinished Thickness - REQUIRED When resurfacing a brake rotor or drum, the ORIGINAL thickness (measured thickness before refinish) and REFINISHED thickness (measured thickness after refinish) MUST be written/documented on the repair order hard copy for each rotor serviced. If a rotor replacement is necessary, only the original thickness measurement needs to be recorded. Repair Order Documentation - Explanation of Part Replacement - REQUIRED If replacement of a brake component is necessary, proper documentation on the repair order is required. See the following examples: ^ Brake rotor replacement - Customer comment was brake pulsation. Rotor was refinished on a prior brake service. After rotor measurement, it was determined that refinishing the rotor again would take it under the Minimum Thickness specification. ^ Brake pad replacement - Customer comment was brake squeak noise. On inspection, found pads contaminated by fluid leak at caliper. Page 1883 Disclaimer Page 1776 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Page 4866 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 9871 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 795 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 2461 1. Install the thermostat bypass pipe. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the thermostat bypass pipe-to-engine front cover bolt. Tighten the thermostat bypass pipe-to-front cover bolt to 11 Nm (98 inch lbs.). 3. Connect the thermostat bypass pipe hose. 4. Using the J 38185, reposition and secure the hose clamp at the thermostat bypass pipe. 5. Install the thermostat bypass pipe to the throttle body stud. 6. Install the thermostat bypass pipe-to-throttle body nut. Tighten the thermostat bypass pipe-to-throttle body nut to 25 Nm (18 ft. lbs.). Page 785 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 9583 Electrical Symbols Part 1 Page 3785 Steps 16-19 Diagram Information and Instructions Oil Pressure Sender: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Diagrams Page 5989 Right Side Control Valve Body Assembly Control Valve Body Assembly Chart, Valve Springs and Bore Plugs Using GM Brake Clean, or equivalent, in a safe and clean environment (clean aluminum pan) clean the valve body and dry it with compressed air. Use appropriate eye protection. Clean individual valve body components with GM Brake Clean, or equivalent. Coat each valve with clean ATF and reassemble in each bore. Check each valve for free movement during assembly of each bore. Disclaimer Page 8666 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 9260 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 4002 Engine Control Module: Service and Repair Powertrain Control Module Programming and Setup Before Programming a Control Module IMPORTANT: ^ Do NOT program a control module unless you are directed by a service procedure or you are directed by a General Motors Corporation service bulletin. Programming a control module at any other time will not permanently correct a customer's concern. ^ The Off-Board Programming is used in situations where a control module must be programmed without having the vehicle present. The Off-Board Programming Adapter must be used to perform the Off-Board Programming procedure. The adapter allows the control module to power up and allows the Tech 2 to communicate with the control module. ^ DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. Ensure that all connections are secure at the following locations: ^ The Off-Board Programming Adapter ^ The Tech 2 ^ The control module ^ The Techline terminal IMPORTANT: Do NOT program a control module unless you are directed by a service procedure or you are directed by a General Motors Corporation service bulletin. Programming a control module at any other time will not permanently correct a customers concern. Ensure the following conditions are met before programming a control module: Vehicle system voltage ^ Vehicle system voltage There is not a charging system concern. All charging system concerns must be repaired before programming a control module. - Battery voltage is greater than 12 volts but less than 16 volts. The battery must be charged before programming the control module if the battery voltage is low. - A battery charger is NOT connected to the vehicle's battery. Incorrect system voltage or voltage fluctuations from a battery charger, may cause programming failure or control module damage. - Turn OFF or disable any system that may put a load on the vehicle's battery, such as the following components: ^ Twilight sentinel ^ Interior lights ^ Daytime running lights (DRL)-Applying the parking brake, on most vehicles, disables the DRL system. Refer to the Owners manual. ^ Heating, ventilation, and air conditioning (HVAC) systems ^ Engine Cooling fans, etc. ^ The ignition switch is in the proper position. The scan tool prompts you to turn ON the ignition, with the engine OFF. Do NOT change the position of the ignition switch during the programming procedure, unless instructed to do so. ^ All tool connections are secure, including the following components and circuits: The RS-232 - The connection at the data link connector (DLC) - The voltage supply circuits ^ DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. Remote Programming 1. Turn OFF the ignition. 2. Install the Tech 2 to the data link connector (DLC). 3. Turn ON the ignition, with the engine OFF. 4. Turn OFF all of the vehicle accessories. 5. With the Tech 2, select Service Programming. 6. Identify vehicle information as requested by the Tech 2. 7. Select the type of module you are programming. 8. Select the type of programming to be performed. 9. Verify the displayed VIN with the vehicle VIN. If the displayed VIN does not match the actual VIN, write down the actual VIN and correct the VIN at the Techline terminal. 10. When complete, Exit Service Programming. 11. Turn OFF the Tech 2 and disconnect the Tech 2 from the vehicle. 12. Turn OFF the ignition. 13. Connect the Tech 2 to the Techline terminal 14. Select Service Programming. 15. Select Tech 2 as the tool you are using. 16. Select the type of programming to be performed. 17. Verify the displayed VIN with the vehicle VIN Correct the VIN as necessary. 18. Select the type of module you are programming. Page 7090 Underhood Fuse Block (Part 2) Page 4542 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: Customer Interest OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Page 6217 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the center console. 3. Disconnect electrical connector from the shift lock control (2) for the automatic transmission (AT). 4. Remove both ends of the AT shift lock control from pivot points (1). Installation Procedure Page 2578 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Turn OFF the ignition. 2. Drain the coolant below the level of the ECT sensor. Refer to Draining and Filling Cooling System in Cooling System. 3. Disconnect the sensor electrical connector. 4. Carefully remove the ECT sensor. INSTALLATION PROCEDURE NOTE: ^ Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. ^ Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Coat the threads with sealer GM P/N 9985253 or equivalent. NOTE: Refer to Fastener Notice in Service Precautions. 2. Carefully install the ECT sensor. Tighten Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector to the sensor. Page 1282 Page 10676 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3653 Electrical Symbols Part 1 Diagram Information and Instructions Windshield Washer Pump: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 6063 Important: Ensure that the seal (1) is not dimpled, stretched, or out of shape. If the seal is not shaped correctly, equalize the pressure in the seal and shape the seal properly by hand. 13. Slide large diameter of the seal (1) with the large seal retaining clamp (2) in place over the outside of the CV joint outer race (3). 14. Locate the seal lip in the groove on the CV joint outer race (3). 15. Crimp the seal retaining clamp (1) using the J 35910, a breaker bar (3), and a torque wrench (2). - Tighten the seal retaining clamp to 176 Nm (130 ft. lbs.). 16. Check the gap dimension, continue tightening until the gap dimension is reached (dimension a= 1.90 mm (1/16 inch) Page 3781 Information Bus: Reading and Clearing Diagnostic Trouble Codes With Diagnostic Scan Tool PROCEDURE A Tech II or equivalent Scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from the PCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the Scan tool manufacturer in order to access and read either current and/or history DTCs. Without Diagnostic Scan Tool A Tech II or equivalent scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from the PCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the scan tool manufacturer in order to access and read either current and/or history DTCs. With Diagnostic Scan Tool PROCEDURE Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer. NOTES: ^ Do not clear the DTCs unless directed to do so by the service information provided for each diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame data and/or malfunction history records) which may be helpful for some diagnostic procedures will be erased from the memory when the DTCs are cleared. ^ Interrupting PCM battery voltage to clear DTCs is NOT recommended. Without Diagnostic Scan Tool PROCEDURE Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer. NOTES: ^ Do not clear the DTCs unless directed to do so by the service information provided for each diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame data and/or malfunction history records) which may be helpful for some diagnostic procedures will be erased from the memory when the DTCs are cleared. ^ Interrupting PCM battery voltage to clear DTCs is NOT recommended. Page 5182 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 6261 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 111 5. Install the cruise control cable tab (5) to the throttle body cam (6). 6. Align the cruise control cable fitting to the throttle body bracket (1). Snap the fitting into place. Ensure that the fitting is retained. 7. Close the hood. 8. Perform A Diagnostic System Check. Refer to Diagnostic System Check - Cruise Control. Page 10635 Conversion - English/Metric Page 7336 Notice: Refer to Fastener Notice in Service Precautions. 2. Install the link bolt (7) and nut (8) at the rear suspension support (1). ^ Tighten the rear link bolt to the suspension support 120 Nm (89 ft. lbs.). 3. Connect the ABS wire harness to the lateral link. 4. Install the link to knuckle bolt (1), washer (4) and the nut (5). ^ Tighten the link to knuckle nut (5) to 100 Nm (74 ft. lbs.). 5. Install the tire and wheel. 6. Adjust the rear wheel alignment. Page 10522 2. Remove the AIR BAG fuse from the panel. 3. Remove the three screws attaching the lower steering column cover to the steering column. 4. Remove the upper steering column cover. 5. Remove the two screws that attach the IP cluster bezel to the IP. 6. Using a small flat-blade screwdriver, gently pry out and remove the IP cluster trim plate from the IP. 7. Disconnect the electrical connectors from the other switches in the trim plate. 8. Disconnect the electrical connector from the hazard warning switch. 9. Using a small flat-blade screwdriver, carefully push in on the tabs to release the hazard warning switch from the IP cluster trim plate. 10. Remove the hazard warning switch by pushing in an outward motion on the switch while holding onto the IP cluster trim plate. 11. Install the new hazard warning switch by pushing in an inward motion on the switch while holding onto the IP cluster trim plate. Push inward on the switch until it is fully seated into the IP cluster trim plate. Page 2809 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 8480 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Diagram Information and Instructions Audible Warning Device: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Diagram Information and Instructions Ambient Light Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 1062 Electrical Symbols Part 1 Page 978 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 538 Ambient Light Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 10593 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 8686 Body Control Module Schematics: Controls Page 10378 Horn Relay: Service and Repair TOOLS REQUIRED J 43244 Relay Puller Pliers REMOVAL PROCEDURE 1. Open the hood. 2. Remove the underhood electrical center cover. 3. Using the J 43244, remove the horn relay (1) from underhood electrical center. INSTALLATION PROCEDURE Page 5907 of transmission fluid (ATF), (DEXRON(R)VI) (fluid) that is to be charged for the flush portion of the repair should not exceed the allowable charge for 7.5 L (2 gal) of fluid. This expense should be shown in the Parts Section of the warranty claim document. The Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the job card and placed in the comments section of the warranty claim. Any repair that requires the technician to contact the Product Quality Center (PQC) must also include the seven digit flow code. The agent will request the seven digit flow code and add the information to the PQC case prior to providing authorization for the warranty claim. The Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the job card, entered in the warranty claim labor operation Flush Code additional field (when available) and placed in the comments section of the warranty claim. Any repair that requires the technician to contact the Product Quality Center (PQC) must also include the seven digit flow code. The agent will request the seven digit flow code and add the information to the PQC case prior to providing authorization for the warranty claim. Disclaimer Page 3061 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 8612 Important: With the availability of this new fuel level sender kit, DO NOT replace the complete fuel level sender assembly, P/N 22683260. To insure correct installation, follow the instructions contained in the kit and the service procedure in the applicable Service Manual Parts Information Parts are expected to be available from GMSPO on April 10, 2003. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 9849 A/C Compressor - Lower RH Front Of Engine (3100 LG8) Restraints - Seat Belt Warning Lamp On/Buckling Issues Seat Belt Buckle: Customer Interest Restraints - Seat Belt Warning Lamp On/Buckling Issues INFORMATION Bulletin No.: 09-09-40-001A Date: February 02, 2011 Subject: Seat Belt Buckle Latching Issues and/or Seat Belt Warning Lights Illuminated Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7 X Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-09-40-001 (Section 09 - Restraints). This bulletin is being published to advise dealers about seat belt buckles not operating and/or seat belt warning light illumination, as well as difficulty latching and unlatching the buckle or the buckle release button sticking. Analysis of warranty data has determined that this condition may be caused by sticky beverages being spilled onto or into the seat belt buckle assembly. Foreign debris from food, candy wrappers, paper and coins can also contribute to this condition. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise the customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. Important Never insert anything other than the seat belt latch plate into the buckle assembly. Do not attempt to dig anything out of a buckle with a tool. Never try to wash out a buckle to remove a spilled liquid as this may damage the buckle. Use the following steps to determine the cause of the concern. 1. Inspect the buckle assembly with a light shining on the latch plate insertion area. Look for any debris or foreign objects in the buckle. 2. If any debris or foreign objects are observed, try to vacuum out the item. After the foreign material is removed, latch and unlatch the seat belt. If the system functions properly, do not replace the seat belt buckle assembly. 3. If the condition has not been corrected, inspect the buckle assembly for any sticky residue. If sticky residue is found, inform the customer that a substance was spilled on the seat belt buckle assembly causing the malfunction. The buckle assembly will need to be replaced at the customer's expense. 4. Refer to SI for seat belt component replacement. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced at the customer's expense. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. 5. If further restraint diagnosis is required, refer to Seat Belt System Operational and Functional Checks in SI. Page 1327 Power Window Switch: Service and Repair Right Front REMOVAL PROCEDURE 1. Use a flat bladed tool in order to remove the power window switch (3) from the door trim panel. Push in and lift up at the side of the switch. 2. Disconnect the electrical connector (2) from the power window switch (3). 3. Remove the power window switch bezel (1) from the power window switch (3) by releasing the retainers with the flat bladed tool. INSTALLATION PROCEDURE 1. Install the bezel (1) to the power window switch (3) by pressing it into the retainers until fully seated. 2. Connect the electrical connector (2) to the power window switch (3). 3. Install the power window switch (3) to the door trim panel by pressing it until fully seated. A/T - Pressure Control Solenoid Replacement Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid Replacement File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-048 Date: November, 2002 INFORMATION Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E Transaxle/Transmission Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes MN4, MN5, M13, M15, MN3, MN7 or M76 The pressure control solenoid in the above transaxles has changed for the 2003 models. Important: While the physical dimensions will allow usage of the new solenoid in past model transaxles or usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging of the pressure control solenoids will result in improper shift characteristics, customer dissatisfaction, and needed repeat repairs. When replacing a pressure control solenoid, be sure to use the correct part number. Page 3436 3. Install the spark plug wires 1, 3, and 5 to the engine right side spark plugs. 4. Install the spark plug wires to the retaining clip. 5. Install the spark plug wires 2, 4, and 6 to the engine left side spark plugs. 6. Install the spark plug wires to the retaining clips. Page 10727 Turn Signal Switch: Specifications Multifunction Turn Signal Switch Screw 35 inch lbs. Page 10819 Conversion - English/Metric Page 2596 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 10647 Trunk Lamp: Service and Repair REMOVAL PROCEDURE 1. Open the rear compartment. 2. Release the tabs that retain the rear compartment lamp (2) to the rear shelf panel (1). 3. Disconnect the electrical connector (3) from the rear compartment lamp (2). 4. Remove the bulb from the rear compartment lamp (2). INSTALLATION PROCEDURE 1. Install the bulb to the rear compartment lamp (2). 2. Connect the electrical connector (3) to the rear compartment lamp (2). 3. Press the rear compartment lamp (2) into the rear shelf panel (1) in order to engage the tabs. 4. Close the rear compartment. Page 10869 Equivalents - Decimal And Metric Part 1 Page 4374 Electrical Symbols Part 2 Page 4386 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 3064 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 9559 2. Install the cable to the ribbon. IMPORTANT: Ensure that the ribbon does not become twisted when connecting the cable to the module. 3. Connect the cable assembly to the module by turning the cable assembly 1/4 turn clockwise. Page 3467 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3942 Body Control Module (BCM) C3 Page 2729 Body Control Module (BCM) C2 Part 1 Page 3482 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Fuel System - Inaccurate Fuel Gauge Readings Fuel Gauge Sender: All Technical Service Bulletins Fuel System - Inaccurate Fuel Gauge Readings File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-04-008D Date: April, 2003 Subject: Inaccurate or Erratic Fuel Gauge Reading, Fuel Pump Related Driveability Concerns (Install New Fuel Tank Sender) Models: 2000-03 Chevrolet Cavalier, Malibu 2000-03 Oldsmobile Alero 2000-03 Pontiac Grand Am, Sunfire 2000-01 Toyota Cavalier with Plastic Fuel Tanks This bulletin is being revised to add a model year and to change the Correction information as well as the part number. Please discard Corporate Bulletin Number 01-06-04-008C (Section 06 Engine). Condition Some customers may comment about inaccurate or erratic fuel gauge readings. A typical comment might be that it appears from the gauge reading that there is fuel available, yet the tank is nearly empty. Cause This condition may be the result of the corrosive effect of certain fuel blends on the contact surfaces of the fuel tank sender. Vehicles built between the VIN breakpoints shown. Vehicles built prior to VIN breakpoint shown. Correction Important: ^ When servicing the fuel tank module or the fuel sender, DO NOT replace both parts. Only replace the appropriate part to repair the customer's concern. ^ The complete fuel level sender assembly P/N 22683260 is no longer available through GMSPO. This assembly is now serviced by a fuel tank module P/N 88957239 (minus sender) and the fuel tank sender, P/N 22709333. These two parts are no longer sold as one unit and can only be purchased separately. ^ Dealers within the provinces of British Columbia, Quebec, New Brunswick and the State of Maine, should refer to Customer Satisfaction Campaign 00101, dated January, 2001. When fuel gauge diagnosis in the Service Manual indicates the cause to be the fuel tank sender, replace the existing sender with a new sender, P/N 22709333, with improved corrosion resistant wiper contacts. Park/Neutral Position (PNP) Switch, C1 Page 1850 Wheels: Testing and Inspection Wheel Mounting Surface Check Replace any wheels that are bent or dented, or have excessive lateral or radial runout. Wheels with runout greater than specified may cause objectionable vibrations. 1. Use a straight edge 203 - 229 mm (8 - 9 inch) long. Place the straight edge on the wheel inboard mounting surface. Try to rock the straightedge up and down within the mounting surface. 2. Repeat this procedure on at least 3-4 different positions on the inboard mounting surface. ^ The outer ring of the mounting surface normally is raised above everything inside the mounting surface. ^ The mounting surface will be raised above the outer ring if the wheel mounting surface has been bent on a tire changer. ^ If you can rock the straight edge, the mounting surface is bent and you must replace the wheel. 3. Inspect the mounting wheel/nut holes for damage caused from over-torquing the wheel/nuts. Inspect for collapsed wheel/nut bosses. Inspect for cracked wheel bosses. Notice: The use of non-GM original equipment wheels may cause: ^ Damage to the wheel bearing, the wheel fasteners and the wheel ^ Tire damage caused by the modified clearance to the adjacent vehicle components ^ Adverse vehicle steering stability caused by the modified scrub radius ^ Damage to the vehicle caused by the modified ground clearance ^ Speedometer and odometer inaccuracy Important: ^ Replacement wheels must be equivalent to the original equipment wheels in the following ways: The load capacity - The wheel diameter - The rim width - The wheel offset - The mounting configuration ^ A wheel of the incorrect size or type may affect the following conditions: Wheel and hub-bearing life - Brake cooling - Speedometer/odometer calibration - Vehicle ground clearance Page 9446 Power Mirror Switch: Service and Repair REMOVAL PROCEDURE 1. With a flat-bladed tool release the power accessory switch panel retainers (1). Push in and lift up on the retainers to remove the switch plate (1) from the door trim panel. 2. Disconnect the electrical connector (1) from the power mirror switch. 3. Release the power mirror switch retainers. Push the mirror switch out of the accessory switch plate. INSTALLATION PROCEDURE Page 3601 Page 10469 12. Connect the electrical connector to the hazard warning switch. 13. Connect the electrical connectors to the other switches in the trim plate. 14. Position and align the IP cluster trim plate to the IP and carefully press into place. 15. Install the two screws that attach the IP cluster bezel to the IP. Tighten Tighten to 2 N.m (18 lb in). 16. Install the upper steering column cover to the steering column. 17. Position the lower steering column cover to the upper cover and install the three attaching screws. Tighten Tighten to 2 N.m (18 lb in). 18. Install the AIR BAG fuse in the panel and install the cover. 19. Turn the ignition switch to the ON position and verify that the AIR BAG light flashes seven times and goes out. Verify hazard warning switch operation. Alero, Cutlass 1. Remove the hazard warning switch bezel from the IP using a small flat-bladed tool to release the retainers. Important: Both retainers must be released at the same time in order to remove the air outlet in the next step. 2. Using two flat-blade screwdrivers (2), carefully release the two retainers that attach the IP center air outlet (1). With both retainers released, pull Page 4216 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 7816 3. Place a protective cover over the carpet below the evaporator core. 4. Remove the cabin air filter, if equipped, and cover the opening prior to applying the Cooling Coil Coating, as the product may clog the filter. If the cabin air filter appears to have little or no remaining life, suggest a replacement to your customer. 5. If the HVAC module has a blower motor cooling tube, be careful NOT TO SPRAY THE COOLING COIL COATING INTO THE BLOWER MOTOR COOLING TUBE. 6. Attach the Flexible Applicator Pressure Spray Tool (J-43810-20A) to a compressed air line operating at 586 kPa (85 psi) to 793 kPa (115 psi). 7. Shake the bottle of Cooling Coil Coating well. Screw the bottle onto the cap on the applicator tool's pick-up tube. Note The pick-up tube is designed for 120 ml (4 oz) and 240 ml (8 oz) bottles and should coil slightly in the bottom of a 120 ml (4 oz) bottle. 8. Use one of the following three methods to apply the Cooling Coil Coating. Important If the Pressure Applicator Spray Tool (J-43810-20A) is not available, the Cooling Coil Coating is also available in an aerosol can (P/N 12377951 (in Canada, 10953503)). Application Through Blower Motor Control Module Opening - Remove the blower motor control module (blower motor resistor). Refer to the applicable procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor blower motor control module (blower motor resistor) opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor blower motor control module (blower motor control module). Application Through Blower Motor Opening - Remove the blower motor. Refer to the applicable blower motor removal procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor. Application Through a Hole in the HVAC Module - If neither of the two previous application methods are available, it may be necessary to drill a hole in the HVAC module. - Locate an area of the HVAC module between the blower motor and the evaporator core. Drill a 10 mm (3/8 in) hole in the HVAC module. Use caution to keep the drill clear of the evaporator core and the blower motor fan. - With the air distribution vents closed and the blower motor fan speed on HIGH, insert the applicator tool into the hole and spray the Cooling Coil Coating into the airstream toward the evaporator core. - Use a GM approved RTV sealant to plug the hole in the HVAC module. 9. After the Cooling Coil Coating application is complete, start and run the vehicle for approximately 10 minutes, with the compressor disabled, HVAC mode set to Recirculate/Max, heat set to full warm, blower motor fan speed on high, and one window open approximately 12 mm (1/2 in). This cures the Cooling Coil Coating onto the evaporator core surface. 10. While the engine is running, rinse the applicator tool with warm water to prolong the life of the tool. Be sure to spray warm water through the nozzle to rinse out any residual Cooling Coil Coating still in the capillary pick up tube, otherwise it will dry and clog the applicator tool. Also remove the small green valve from the bottle cap and rinse it thoroughly while rolling it between two fingers and then reinstall it. If this valve is clogged , the Cooling Coil Coating will not flow through the applicator tool. 11. Shut off the engine and enable the compressor again. 12. Verify proper HVAC system operation. 13. Remove the protective cover from inside the vehicle. 14. Remove the drain pan from underneath the vehicle. 15. Reinstall the cabin air filter if necessary. Page 9657 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Navigation Radio - Diagnostic Tips Navigation System: All Technical Service Bulletins Navigation Radio - Diagnostic Tips INFORMATION Bulletin No.: 08-08-44-010F Date: March 09, 2009 Subject: Navigation Radio Diagnostic Tips Models: 2008 and Prior GM Passenger Cars and Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X All Equipped with Navigation Radio Supercede: This bulletin is being revised to update the model years involved, the radio part number list, remove the PQC parts restriction and revise the diagnostic information. Please discard Corporate Bulletin Number 08-08-44-010E (Section 08 - Body and Accessories). Recent part reviews indicate that the majority of Navigation Radios returned for analysis do not test as defective. In many cases, published SI documents were available to correct the condition without the need for an exchange unit. The following Diagnostic Tips may assist with the proper diagnosis and repair of Navigation Radio Concerns. Note For U.S. dealers the 2009 and 2010 Model Year Navigation Radios are currently on restriction through the Technical Assistance Center (TAC). Refer to PI PIC5102. To order Radios and Instrument Panel Clusters (IPC) for 2008 and prior model year vehicles, please continue to follow the normal process and contact an authorized Electronic Service Center (ESC) for assistance. For any Navigation Radio replaced, a copy of the Repair Order (RO) must be included with the returned radio. Be sure to document the customer's concern in detail, including unusual noises and what functions are affected. List any Diagnostic Trouble Codes (DTCs) on the RO. Ensure the radio is sufficiently protected during shipping to prevent damage to the radio assembly. Note Navigation Radios with physical damage (for example: shattered displays, impact damage to the radio face and fluid damage) must be reviewed with the District Service Manager for appropriate coverage prior to replacing the radio. The dealership must note the District Service Manager's approval on the Repair Order, along with the reason for the goodwill assistance. Do NOT disassemble the radio to try and retrieve stuck CDs/DVDs as this may result in a debit to the dealership. Refer to Corporate Bulletin Number 08-08-44-015, Information on Inappropriate Warranty Claims submitted for Damaged Radios and Instrument Panel Clusters. Getting Started Retrieve the Navigation Radio part number using the Tech 2(R). Refer to Corporate Bulletin Number 04-08-44-005C - Utilizing Tech 2 to Retrieve Part Numbers for Radios, Compact Disc (CD) Changers and Instrument Panel Clusters (IPC). Use the table below to determine the appropriate Diagnostic Tips Review to follow based on the radio part number. Scroll down the bulletin to find the corresponding Diagnostic Tips Review. Printing This Document To print the applicable Diagnostic Tips Review pages, select File then Print Preview. Use the arrows at the top of the screen to scroll left and right through the bulletin to identify the correct pages containing the questions. With the pages identified, click on the Print button at the top left. In the pop-up box, select "Pages" in the "Print Range" and type in the pages. For example, to print pages 19 through 22, type in the box provided "19-22". Once the page range has been filled in, click the Print box at the bottom of the pop-up box. Page 881 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3581 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 970 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 9367 ^ Refer to Theft Systems Description and Operation in Theft Deterrent for more information about the Content Theft Deterrent feature. ^ Refer to Audible Warnings Description and Operation in Instrument Panel, Gauges and Console for more information about the Chime. Page 4668 Steps 7-13 Page 10527 15. Install the ignition switch bezel to the IP and press into place until fully seated. 16. Verify hazard warning switch operation. Page 2900 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 4207 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 7692 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 1138 Electrical Symbols Part 1 Diagram Information and Instructions Auxiliary Blower Motor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 196 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 1791 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Locations Locations View Service and Repair Front Door Exterior Handle: Service and Repair Outside Handle and Lock Cylinder Replacement Removal Procedure 1. Raise the window to the full up position. 2. Remove the front door trim panel. 3. Remove the front door water deflector. 4. Remove the door outside handle rod (2) from the door lock actuator. 5. Remove the door lock cylinder rod from the front door lock cylinder (4). 6. Remove the door outside handle bolts (3). 7. Remove the door outside handle (1). 8. Remove the door inside locking rod from the door outside handle. Page 8765 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 7908 1. Install a NEW O-ring seal in the refrigerant pressure sensor. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the pressure sensor to the fitting. Tighten Tighten the sensor to 5 N.m (44 lb in). 3. Connect the refrigerant pressure sensor electrical connector. 4. Leak test the fittings of the component using the J 39400-A. Page 9997 Electrical Symbols Part 2 Page 10048 Electrical Symbols Part 3 Instrument Panel - Rattle/Itching Noise Body Control Module: Customer Interest Instrument Panel - Rattle/Itching Noise File In Section: 08 - Body and Accessories Bulletin No.: 02-08-49-002 Date: May, 2002 TECHNICAL Subject: Dash Rattle/Itching Noise From Instrument Panel/Glove Box Area While Driving (Reposition Body Control Module (BCM) Bracket and Insulate Blower Motor Bolt Washer) Models: 2002 Chevrolet Malibu 2002 Oldsmobile Alero 2002 Pontiac Grand Am Built Prior to VIN Breakpoints 2C535843 or 2M137264 Condition Some customers may comment on a dash rattle/itching type noise from the instrument panel/glove box area while driving. Cause This condition may be caused by the BCM mounting bracket contacting the bolt head washer of the blower motor mounting bolts. Correction To correct this condition, follow the service procedure below: 1. Remove the screws retaining the instrument panel right side closeout/insulator panel. 2. Remove the instrument panel closeout/insulator panel. 3. Slide the BCM out of the BCM bracket. 4. Inspect for a contact point between the BCM bracket (2) and the blower motor screw head washer (1). 5. Reposition the BCM bracket (2) approximately 5 mm (0.2 in) down by pulling down on the BCM bracket (2) near the contact point. 6. Install one Electrical Moisture Sealant Patch, 3M(R) P/N 054007-06149 or equivalent, on the blower motor between the BCM bracket (2) and the blower motor screw head washer (1). 7. Reinstall the BCM into the BCM bracket (2). 8. Install the instrument panel right side closeout/insulator panel. Page 5251 ^ Incorrect combustion - Reduced ignition system voltage output ^ Weak coils ^ Worn ignition wires ^ Incorrect spark plug gap - Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that normal combustion deposits may not burn off. ^ Deposit Fouling-Oil, coolant, or additives that include substances such as silicone, very white coating, reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a glazing over the electrode. Campaign - T/S/Hazard Switch Warranty Extension Technical Service Bulletin # 04098A Date: 060111 Campaign - T/S/Hazard Switch Warranty Extension Bulletin No.: 04098A Date: January 11, 2006 SPECIAL POLICY Subject: 04098 - Special Policy Adjustment - Turn Signal/Hazard Warning Flashers Models: 1999-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am Supercede: This bulletin is being revised to include 2001-2002 Chevrolet Malibu, Oldsmobile Alero, and Pontiac Grand Am vehicles. Due to part availability, it is anticipated that customers will not be notified until late April 2006. In the meantime, should a customer bring in a 2001-2002 Chevrolet Malibu, Oldsmobile Alero, or Pontiac Grand Am vehicle because the turn signal/hazard warning flashers are inoperative, repair the vehicle as described in this bulletin and submit the claim using the labor code found in this bulletin. Please discard all copies of bulletin 04098 issued December 2004. Condition Some customers of 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass may have turn signal/hazard flashers that become inoperative. Special Policy Adjustment This special policy covers the condition described above for a period of 10 years or 150,000 miles (240,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For 1999-2000 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after December 23, 2004 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to December 23, 2004 must be submitted to the Service Contract provider. For 2001-2002 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after January 11, 2006 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to January 11, 2006 must be submiffed to the Service Contract provider. Vehicles Involved Page 10737 Electrical Symbols Part 2 Page 9821 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 3028 Conversion - English/Metric Page 9400 3. Unfasten the J-hook retainer at the bottom of the seat back cover. 4. Remove enough of the cover in order to gain access to the seat back bolts. 5. Remove the seat back bolts from the seat back recliner. Remove the seat back from the seat back recliner. Installation Procedure 1. Position the seat back to the seat back recliner. Notice: Refer to Fastener Notice in Service Precautions. Page 559 Equivalents - Decimal And Metric Part 1 Page 475 Electrical Symbols Part 4 Page 3002 Electrical Symbols Part 3 Service and Repair Rear Door Window Motor: Service and Repair Window Regulator Motor Replacement - Rear Door Removal Procedure 1. Remove the rear window regulator. 2. Disconnect the rear window regulator motor electrical connector. 3. Remove the rear window regulator motor screws. 4. Remove the rear window regulator motor from the rear window regulator. Installation Procedure 1. Position the rear window regulator motor to the rear window regulator. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear window regulator motor screws. Tighten the screws to 10 N.m (89 lb in). 3. Install the rear window regulator motor electrical connector. 4. Install the rear window regulator. Page 7683 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Specifications Oil Level Sensor: Specifications Oil Level Sensor Bolt ........................................................................................................................... ................................................ 10 Nm (89 inch lbs.) Page 1076 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 10791 Electrical Symbols Part 1 Page 6522 ^ Tighten the valve to 13 Nm (115 inch lbs.). 7. Install the brake shoes. 8. Adjust the drum brakes. 9. Install the brake drum. 10. Bleed the brake hydraulic system. 11. Adjust the parking brake. 12. Install the tire and wheel assembly. 13. Lower the vehicle. Page 10072 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 1481 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve to bleed fuel system pressure. 2. Place a shop towel under the fuel pressure gage adaptor fitting to catch any remaining fuel spillage. 3. Remove the J 34730-1A from the adaptor fitting. 4. Remove the J 34730-262. 5. Drain any fuel remaining in the fuel pressure gage into an approved container. 6. Install the cap on the fuel pressure connection. Page 10913 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4641 Fuel Injector: Testing and Inspection Fuel Injector Circuit Diagnosis CIRCUIT DESCRIPTION The powertrain control module (PCM) enables the appropriate fuel injector on the intake stroke for each cylinder. A voltage is supplied directly to the fuel injectors. The PCM controls each fuel injector by grounding the control circuit via a solid state device called a driver. DIAGNOSTIC AIDS ^ Monitoring the fuel injector circuit status with a scan tool, while moving the fuel injector harness, may help isolate an intermittent condition. ^ Performing the Fuel Injector Coil test may help isolate an intermittent condition. Refer to Fuel Injector Coil Test. See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics ^ For an intermittent condition refer to Intermittent Conditions. See: Computers and Control Systems/Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic Strategies/Intermittent Conditions TEST DESCRIPTION Steps 1-7 Page 3963 Electrical Symbols Part 1 Page 4381 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 154 1. Install the relay (2) in the same position as removed. 2. Install the electrical center cover. Diagrams Instrument Panel Compartment Lamp/Switch Page 3665 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 10343 License Plate Lamp: Service and Repair REMOVAL PROCEDURE 1. Remove the screws (3) from the license lamp. 2. Remove the license lamp (1) from the rear bumper fascia. 3. Remove the bulb/socket from the license lamp by rotating counterclockwise. 4. Remove the bulb from the socket, if required. INSTALLATION PROCEDURE 1. Install the bulb to the socket, if required. 2. Install the bulb/socket to the license lamp. 3. Rotate the bulb/socket clockwise until fully seated. 4. Position the license lamp (1) to the rear bumper fascia. NOTE: Refer to Fastener Notice in Service Precautions. 5. Install the license lamp screws (3) to the license lamp. Tighten Tighten the screws to 2 N.m (18 lb in). Page 5549 Phase three will eliminate the oil pump body 0-ring seal groove and the 0-ring seal. Beginning March 2004, a new stamped carrier molded rubber seal (2) will be used to seal the pump assembly to the transmission case. The pump sealing surface is now the outer diameter of the pump and the inner diameter (1) of the transmission case bore. Unlike the current 0-ring seal, which is installed on the oil pump body, the new seal is installed after the pump assembly is properly positioned and torqued in place. Seating the seal is accomplished when the torque converter housing is installed, which presses the seal (3) into position between the pump and the case bore (1). As a result of the modified casting and the deeper pump bore machining, the area between the oil pan mounting surface and the pump bore has decreased. Because of the reduced material in this area (1) it is necessary to use the shorter oil pan attaching bolts (2). Early pan bolts (3), before November 2002, should not be used with the modified case design, since they are 1.0 mm (0.39 in) longer and could deform the chamfer surface (4). Service Information Locations Underhood Fuse Block (Part 1) Page 3632 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 4633 Fuel Injector: Description and Operation Fuel Injectors The Multec 2 fuel injector assembly is a solenoid operated device, controlled by the PCM, that meters pressurized fuel to a single engine cylinder. The PCM energizes the high-impedance (12 ohms) injector solenoid (2) to open a normally closed ball valve (3). This allows fuel to flow into the top of the injector, past the ball valve, and through a director plate at the injector outlet. The director plate has four machined holes that control the fuel flow, generating a spray of finely atomized fuel at the injector tip. Fuel from the injector tip is directed at the intake valve, causing the fuel to become further atomized and vaporized before entering the combustion chamber. An injector stuck partly open can cause a loss of pressure after engine shutdown. Consequently, long cranking times would be noticed on some engines. Page 6305 Page 7724 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 5683 Note Only on 4T65E, the second magnet (left) should be attached to the transmission filter. If the magnet is attached in any other location, it may cause interference (refer to graphic above). 4L60 Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Page 5165 Electrical Symbols Part 3 Page 7620 Wheel Fastener: Specifications Wheel nuts 100 ft.lbs. Page 5040 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 1679 13. Slide the electrical center to the rear until the center snaps into the retainer tab. 14. Install all of the fuses and the relays. 15. Install the electrical center cover. 16. Install the positive battery cable lead to the stud on underhood electrical center, then install the positive battery cable lead retaining nut. Tighten Tighten the positive battery cable lead retaining nut to 10 N.m (89 lb in). 17. Install the air cleaner assembly. 18. Connect the negative battery cable. Page 934 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 2848 Electrical Symbols Part 2 Page 10431 Brake Light Switch: Service and Repair Stop Lamp Switch Replacement Removal Procedure 1. Remove the driver side sound insulator. 2. Remove the electrical connection. 3. Remove the brake switch (3), by grasping the brake switch and turning it 90 degrees counterclockwise while pulling toward the rear of the vehicle. Installation Procedure 1. Insert the stop lamp switch (3) into the retainer until the switch body is seated on the retainer. 2. Pull the brake pedal upward against the internal pedal stop. 3. Turn the switch 90 degrees clockwise in order to lock the switch into position. 4. Connect the electrical connector. Page 2816 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Manifold Absolute Pressure (MAP) Sensor Diagnosis Manifold Pressure/Vacuum Sensor: Testing and Inspection Manifold Absolute Pressure (MAP) Sensor Diagnosis CIRCUIT DESCRIPTION The manifold absolute pressure (MAP) sensor responds to pressure changes in the intake manifold which gives an indication of the engine load. The MAP sensor has the following circuits: ^ A 5-volt reference circuit ^ A low reference circuit ^ A signal circuit The powertrain control module (PCM) supplies 5 volts to the MAP sensor on the 5-volt reference circuit and provides a ground on the low reference circuit. The MAP sensor provides a signal to the PCM on the signal circuit which is relative to the pressure changes in the manifold. With low MAP such as during idle or deceleration, the PCM should detect a low signal voltage. With high MAP such as ignition ON, with the engine OFF or wide open throttle (WOT), the PCM should detect a high signal voltage. Certain vehicle models will also use the MAP sensor in order to calculate the barometric pressure (BARO) when the ignition switch is turned ON, with the engine OFF. The BARO reading may also be updated whenever the engine is operated at WOT. The PCM monitors the MAP sensor signal for voltage outside of the normal range. If the PCM detects a MAP sensor signal voltage that is excessively high, DTC P0108 will set. IF the PCM detects a MAP sensor signal voltage that is excessively low, DTC P0107 will set. DIAGNOSTIC AIDS Inspect for the following conditions: ^ Restrictions in the MAP sensor vacuum source ^ MAP sensor seal missing or damaged ^ Vacuum hoses disconnected, damaged, or incorrectly routed ^ Intake manifold vacuum leaks ^ Vacuum leaks at the throttle body ^ Vacuum leaks at the exhaust gas recirculation (EGR) valve flange and pipes TEST DESCRIPTION Page 5664 Step 11 Page 10247 Hazard Warning Switch: Service and Repair HAZARD WARNING SWITCH REPLACEMENT - ON VEHICLE REMOVAL PROCEDURE 1. Disable the SIR system. Refer to Disabling the SIR System in Restraint Systems. 2. Remove the Instrument Panel (IP) cluster trim plate from the IP carrier. 3. Disconnect the dimmer switch electrical connector if required. 4. Disconnect the hazard warning switch electrical connector. 5. With a small flat-bladed tool release the retaining tabs for the hazard warning switch. 6. From the back side of the IP cluster trim plate, push the hazard warning switch in a outward motion. This will remove the switch from the IP cluster trim plate. INSTALLATION PROCEDURE 1. Align the hazard warning switch to the opening in the IP cluster trim plate. 2. Push inward on the hazard warning switch until fully seated into IP cluster trim plate. 3. Connect the hazard warning switch electrical connector. 4. Connect the dimmer switch electrical connector if required. 5. Install the IP cluster trim plate to the IP carrier. 6. Enable the SIR. Refer to Enabling the SIR System in Restraint Systems. Cell Phone - Error Messages, Bulletin Cancellation Cellular Phone: All Technical Service Bulletins Cell Phone - Error Messages, Bulletin Cancellation Bulletin No.: 02-08-46-004A Date: April 11, 2006 INFORMATION Subject: Cellular Error Messages Received When Trying to Connect to OnStar(R) Models: 2000-2002 Passenger Cars and Light Duty Trucks with Factory-Installed OnStar(R) Supercede: This bulletin is being revised to cancel this bulletin. The Subject information is addressed in Corporate Bulletin Number 03-08-46-004B. Please discard Corporate Bulletin Number 02-08-46-004 (Section 08 - Body & Accessories). Please reference Corporate Bulletin Number 03-08-46-004B for the Subject information. Disclaimer Page 6572 1. Install the caliper pin boots (4) to the disc brake caliper mounting bracket. 2. Install the caliper pins (5) to the disc brake caliper mounting bracket (3). 3. Install the disc brake pad retainers (4) to the disc brake caliper bracket. 4. Install the disc brake pads (5) to the disc brake caliper bracket. 5. Install the disc brake caliper (2) to the mounting bracket. Notice: Refer to Fastener Notice in Service Precautions. 6. Install the disc brake caliper bolts (1). ^ Tighten the disc brake caliper bolts to 31 Nm (23 ft. lbs.). Apply and release the brake pedal 3/4 stroke as many times as necessary in order to obtain a firm brake pedal. Page 4870 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Locks - Key Code Security Rules and Information Key: Technical Service Bulletins Locks - Key Code Security Rules and Information INFORMATION Bulletin No.: 10-00-89-010 Date: May 27, 2010 Subject: Key Code Security Rules and Information on GM KeyCode Look-Up Application (Canada Only) Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saturn and Saab 2002 and Prior Isuzu Attention: This bulletin has been created to address potential issues and questions regarding KeyCode security. This bulletin should be read by all parties involved in KeyCode activity, including dealer operator, partner security coordinator, sales, service and parts departments. A copy of this bulletin should be printed and maintained in the parts department for use as a reference. Important U.S. dealers should refer to Corporate Bulletin Number 10-00-89-009. Where Are Key Codes Located? General Motors provides access to KeyCodes through three sources when a vehicle is delivered to a dealer. Vehicle KeyCodes are located on the original vehicle invoice to the dealership. There is a small white bar coded tag sent with most new vehicles that also has the key code printed on it. Dealerships should make a practice of comparing the tag's keycode numbers to the keycode listed on the invoice. Any discrepancy should be reported immediately to the GM of Canada Key Code Inquiry Desk. Remember to remove the key tag prior to showing vehicles to potential customers. The third source for Key codes is through the GM KeyCode Look-Up feature within the OEConnection D2DLink application. KeyCode Look-Up currently goes back 17 previous model years from the current model year. When a vehicle is received by the dealership, care should be taken to safeguard the original vehicle invoice and KeyCode tag provided with the vehicle. Potential customers should not have access to the invoice or this KeyCode tag prior to the sale being completed. After a sale has been completed, the KeyCode information belongs to the customer and General Motors. Tip Only the original invoice contains key code information, a re-printed invoice does not. GM KeyCode Look-Up Application for GM of Canada Dealers All dealers should review the General Motors of Canada KeyCode Look-Up Policies and Procedures (Service Policy & Procedures Manual Section 3.1.6 "Replacement of VIN plates & keys"). Please note that the KeyCode Access site is restricted. Only authorized users should be using this application. Please see your Parts Manager for site authorized users. KeyCode Look-Up currently goes back 17 years from current model year. Important notes about security: - Users may not access the system from multiple computers simultaneously. - Users may only request one KeyCode at a time. - KeyCode information will only be available on the screen for 2 minutes. - Each user is personally responsible for maintaining and protecting their password. - Never share your password with others. - User Id's are suspended after 6 consecutive failed attempts. - User Id's are disabled if not used for 90 days. - Processes must be in place for regular dealership reviews. - The Parts Manager (or assigned management) must have processes in place for employee termination or life change events. Upon termination individuals access must be turned off immediately and access should be re-evaluated upon any position changes within the dealership. - If you think your password or ID security has been breached, contact Dealer Systems Support at 1-800-265-0573. Page 6137 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 4493 Steps 14-19 Page 4612 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 711 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Input Speed Sensor Connector, Wiring Harness Side Page 801 Equivalents - Decimal And Metric Part 1 Page 6746 Electrical Symbols Part 1 Page 3004 Knock Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 3870 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Service and Repair Vacuum Reservoir HVAC: Service and Repair VACUUM TANK REPLACEMENT REMOVAL PROCEDURE 1. Remove the HVAC module assembly. 2. Remove the vacuum hose from the vacuum tank. 3. Remove the vacuum tank screw. 4. Remove the vacuum tank from the HVAC module assembly. Slide the mounting tab from the bracket. INSTALLATION PROCEDURE Page 3912 Electrical Symbols Part 3 Page 2139 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 307 Various symbols are used in order to describe different service operations. Page 8744 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 5672 The torque specification has changed for the fittings to case. The torque has changed from 38 Nm (28 lb ft) to 32 Nm (23 lb ft). Tighten Tighten the new cooler fittings to 32 Nm (23 lb ft). The converter drain back check ball (420C) has been removed from the cooler line fitting and is now located in the channel plate. If you get a concern of no movement in the morning or after sitting for several hours, the cooler check ball should be inspected. The best way to determine where the check ball is located is to look at the cooler line fittings. The old fittings are different sizes (3/8-18 NPSF & 1/4-18 NPSF) and would contain the cooler check ball. The new fittings are the same size as each other (9/16-18 UNF) and do not have a cooler check ball. Parts Information Disclaimer Page 6906 C413 - Canister Vent C413 - Fuel System Page 7756 Compressor Clutch Bearing: Service and Repair Clutch Rotor and/or Bearing Install (V5 - Direct Mount) TOOLS REQUIRED ^ J 33013-B Hub and Drive Plate Remover/Installer ^ J 33017 Pulley and Bearing Installer ^ J 41790 Compressor Holding Fixture 1. Position the clutch rotor and bearing assembly (2) onto the compressor. 2. Position the J 33017 and bearing (1) from the J 33013-B directly over the inner race of the bearing. 3. Place the washer (3) onto the body of J 33013-B. 4. Remove the center screw from the body of the hub and drive plate installer. 5. Install the center screw into the opposite end of the hub and drive plate installer. 6. Back the body of the hub and drive plate installer tool off enough to allow the center screw to be threaded onto the end of the compressor shaft. 7. Thread the center screw several turns onto the end of the compressor shaft. Do not tighten the center screw on the compressor shaft. 8. Hold the center screw with a wrench. 9. Tighten the hex portion of the hub and drive plate installer body several turns. 10. Remove the J 33013-B from the clutch rotor and bearing assembly. 11. Ensure that the clutch rotor and bearing (2) is pressed onto the nose of the compressor far enough to clear the groove for the retaining ring. If the clutch rotor and bearing does not clear the groove, repeat steps 7, 8 and 9. 12. Install the clutch rotor and bearing retaining ring (3) using external snap ring pliers (1). Ensure that the chamfer side of the retaining ring is facing up when the retaining ring is being installed. 13. Install the clutch plate and hub assembly. 14. Remove the compressor from the J 41790. Page 7745 Cabin Ventilation Grille: Service and Repair Pressure Relief Valve Replacement Removal Procedure 1. Remove the rear bumper fascia. 2. Pull back the rear compartment trim from the right rear corner in order to expose the pressure relief valve. 3. Disengage the pressure relief valve tabs from the inside of the rear compartment. Remove the pressure relief valve (1) from the quarter panel. Installation Procedure 1. Position the pressure relief valve (1) to the quarter panel. Press inward on the pressure relief valve to fully engage the retaining tabs. 2. Install the rear compartment trim to its original position. 3. Install the rear bumper fascia. Page 11012 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 6825 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Spark Plug Wire Inspection Ignition Cable: Service and Repair Spark Plug Wire Inspection Spark plug wire integrity is vital for proper engine operation. A thorough inspection will be necessary to accurately identify conditions that may affect engine operation. Refer to the list below for items to be inspected. 1. Inspect for correct routing of the spark plug wires. Improper routing may cause cross-firing. Refer to Spark Plug Wire Replacement. 2. Inspect each wire for any signs of cracks or splits in the wire. 3. Inspect each boot for the following conditions: ^ Tearing ^ Piercing ^ Arcing ^ Carbon Tracking ^ Corroded terminal If corrosion, carbon tracking or arcing are indicated on a spark plug wire boot or terminal both the wire and the component connected to the wire should be replaced. Page 8827 Front Door Weatherstrip: Service and Repair Sealing Strip Replacement - Front Door Auxiliary Sealing Strip Replacement - Front Door Auxiliary Removal Procedure 1. Lower the window to the full down position. 2. Remove the outer belt sealing strip. 3. Remove the door frame applique. 4. Disengage the upper auxiliary sealing strip fasteners (1). 5. Remove the upper auxiliary sealing strip from the door frame (1). Installation Procedure 1. Install the door upper auxiliary sealing strip to the door frame (1). Ensure that the fasteners lock into position. 2. Install the door frame applique. 3. Install the outer belt sealing strip. Page 937 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 9345 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 3953 Body Control Module: Removal and Replacement REMOVAL PROCEDURE 1. Make sure the ignition switch is in the off position. 2. Remove the right sound insulator. 3. Remove the Body Control Module (BCM) (2). 4. Disconnect the BCM connectors from the BCM. INSTALLATION PROCEDURE 1. Connect the BCM connectors to the BCM. 2. Install the BCM module (2). 3. Install the right sound insulator. 4. Program the BCM. Refer to Body Control Module (BCM) Programming/RPO Configuration. See: Testing and Inspection/Programming and Relearning A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Entertainment System - Headphone Foam Pad Replacement Headphones / Earphones: Technical Service Bulletins Entertainment System - Headphone Foam Pad Replacement Bulletin No.: 05-08-44-005A Date: July 19, 2007 INFORMATION Subject: Information on Rear Seat Headphone Foam Ear Pad Replacement if Worn or Damaged Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2, H3 2005-2008 Saab 9-7X with Rear Seat Entertainment System (RPOs U32, U42) Supercede: This bulletin is being revised to add models and model years and update the shipping costs. Please discard Corporate Bulletin Number 05-08-44-005 (Section 08 - Body and Accessories). Foam ear pads on the rear headphone may become worn or damaged. The headphone foam ear pads may wear out when not handled and stored carefully. If the headphone foam ear pads become damaged or worn out, the foam pads can be replaced separately from the headphone set. It is not necessary to replace the complete headphone set. Parts Information All pricing information listed in this bulletin is in U.S. dollars and is subject to change without notice. The headphone replacement foam ear pads can be ordered in pairs directly through the supplier. Have your customer call Unwired at 1-888-293-3332, then prompt zero (0). The replacement, P/N CS-980 (thick earfoam), can be ordered for $3.50 (USD) per pair plus $2.50 USPS shipping. Disclaimer Body - Bumps or Rust Colored Spots in Paint Paint: Customer Interest Body - Bumps or Rust Colored Spots in Paint TECHNICAL Bulletin No.: 05-08-51-008C Date: June 22, 2009 Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust) Models: 1994-2010 GM Passenger Cars and Trucks (Including Saturn) 2003-2010 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories). Condition Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust. Cause Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces. Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material can lay on top of, or become embedded in, the paint surface. Correction Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials recommended to repair rail dust or iron dust: 1. GEL TYPE OXALIC ACID: - Has the characteristics of the liquid type oxalic acid but stays where you put it because of its gel consistency. 2. CLAY TYPE NON-ACID BASED: - Requires surface lubricant during use. - Has different grades available. Caution Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions closely because it may require special handling and disposal. If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated. After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation. Procedure 1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS. 2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover. 3. Perform the removal process according to the chemical manufacturer's directions. Once the damage has been repaired, the final step involves a polishing process. Rail Dust Remover Manufacturers Use the chemical manufacturers listed below, or equivalent: Page 400 Engine Coolant Temperature (ECT) Sensor Campaign - T/S/Hazard Switch Warranty Extension Technical Service Bulletin # 04098A Date: 060111 Campaign - T/S/Hazard Switch Warranty Extension Bulletin No.: 04098A Date: January 11, 2006 SPECIAL POLICY Subject: 04098 - Special Policy Adjustment - Turn Signal/Hazard Warning Flashers Models: 1999-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am Supercede: This bulletin is being revised to include 2001-2002 Chevrolet Malibu, Oldsmobile Alero, and Pontiac Grand Am vehicles. Due to part availability, it is anticipated that customers will not be notified until late April 2006. In the meantime, should a customer bring in a 2001-2002 Chevrolet Malibu, Oldsmobile Alero, or Pontiac Grand Am vehicle because the turn signal/hazard warning flashers are inoperative, repair the vehicle as described in this bulletin and submit the claim using the labor code found in this bulletin. Please discard all copies of bulletin 04098 issued December 2004. Condition Some customers of 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass may have turn signal/hazard flashers that become inoperative. Special Policy Adjustment This special policy covers the condition described above for a period of 10 years or 150,000 miles (240,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For 1999-2000 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after December 23, 2004 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to December 23, 2004 must be submitted to the Service Contract provider. For 2001-2002 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after January 11, 2006 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to January 11, 2006 must be submiffed to the Service Contract provider. Vehicles Involved Page 11019 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: Customer Interest OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 2929 Electrical Symbols Part 3 Page 4279 2. Install the heated oxygen sensor, using a J 39194-B. Tighten Tighten the post catalytic converter HO2S 2 to 42 N.m (31 lb ft). 3. Connect the sensor electrical connector. 4. Lower the vehicle. Page 10693 3. Connect the tail lamp electrical connector to the tail lamp. 4. Position the tail lamp to the quarter panel. 5. Install the tail lamp nuts, and hand tighten. 6. Fold the rear compartment trim to the original position. 7. Install the rear cargo net retainers, and hand tighten. 8. Install the rear cargo net to the retainers. 9. Close the rear compartment. Page 8667 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3540 Intake Air Temperature (IAT) Sensor Specifications Oil Pressure Sender: Specifications Engine Oil Pressure Indicator Switch ....................................................................................................................................................... 16 Nm (12 ft. lbs.) Page 10000 Temperature Gauge: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 10709 3. Insert the key and turn the ignition switch to the ON position. 4. Place the gearshift lever in the LOW position. 5. Using a small flat-blade screwdriver, carefully disengage the accessory trim plate from the instrument panel (IP). 6. Disconnect the electrical connectors from the switches installed in the accessory trim plate. 7. Remove the three 7 mm hex head screws attaching the hazard warning switch mounting bracket to the accessory trim plate and remove the switch and bracket assembly. 8. Using a small flat-blade screwdriver, carefully depress the two retaining features on the side of the switch and remove the hazard warning switch from the bracket. 9. Install the new hazard warning switch in the mounting bracket. 10. Position the hazard warning switch and bracket assembly to the accessory trim plate and install the three attaching screws. Tighten Tighten to 3 N.m (27 lb in). 11. Connect the electrical connectors to the switches in the accessory trim plate. 12. Install the accessory trim plate to the IP and press into place until fully seated. 13. Place the gearshift lever in the PARK position. 14. Turn the ignition key to the OFF position and remove the key. Page 4450 Locations View A/T - DEXRON(R)-VI Fluid Information Fluid - A/T: Technical Service Bulletins A/T - DEXRON(R)-VI Fluid Information INFORMATION Bulletin No.: 04-07-30-037E Date: April 07, 2011 Subject: Release of DEXRON(R)-VI Automatic Transmission Fluid (ATF) Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2007 Saturn Relay 2005 and Prior Saturn L-Series 2005-2007 Saturn ION 2005-2008 Saturn VUE with 4T45-E 2005-2008 Saab 9-7X Except 2008 and Prior Chevrolet Aveo, Equinox Except 2006 and Prior Chevrolet Epica Except 2007 and Prior Chevrolet Optra Except 2008 and Prior Pontiac Torrent, Vibe, Wave Except 2003-2005 Saturn ION with CVT or AF23 Only Except 1991-2002 Saturn S-Series Except 2008 and Prior Saturn VUE with CVT, AF33 or 5AT (MJ7/MJ8) Transmission Only Except 2008 Saturn Astra Attention: DEXRON(R)-VI Automatic Transmission Fluid (ATF) is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids. Supercede: This bulletin is being revised to update information. Please discard Corporate Bulletin Number 04-07-30-037D (Section 07 - Transmission/Transaxle). MANUAL TRANSMISSIONS / TRANSFER CASES and POWER STEERING The content of this bulletin does not apply to manual transmissions or transfer cases. Any vehicle that previously required DEXRON(R)-III for a manual transmission or transfer case should now use P/N 88861800. This fluid is labeled Manual Transmission and Transfer Case Fluid. Some manual transmissions and transfer cases require a different fluid. Appropriate references should be checked when servicing any of these components. Power Steering Systems should now use P/N 9985010 labeled Power Steering Fluid. Consult the Parts Catalog, Owner's Manual, or Service Information (SI) for fluid recommendations. Some of our customers and/or General Motors dealerships/Saturn Retailers may have some concerns with DEXRON(R)-VI and DEXRON(R)-III Automatic Transmission Fluid (ATF) and transmission warranty claims. DEXRON(R)-VI is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids (except as noted above). Please remember that the clean oil reservoirs of the J-45096 - Flushing and Flow Tester machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI for testing, flushing or filling General Motors transmissions/transaxles (except as noted above). DEXRON(R)-VI can be used in any proportion in past model vehicles equipped with an automatic transmission/transaxle in place of DEXRON(R)-III (i.e. topping off the fluid in the event of a repair or fluid change). DEXRON(R)-VI is also compatible with any former version of DEXRON(R) for use in automatic transmissions/transaxles. DEXRON(R)-VI ATF General Motors Powertrain has upgraded to DEXRON(R)-VI ATF with the start of 2006 vehicle production. Current and prior automatic transmission models that had used DEXRON(R)-III must now only use DEXRON(R)-VI. Page 4211 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 3648 4. Refill the cooling system. Refer to Draining and Filling Cooling System in Cooling System. Page 1572 Coolant: Fluid Type Specifications Engine Coolant 50/50 mixture of clean, drinkable water and use only GM Goodwrench(R) or Havoline(R) Silicate-Free DEX-COOL(R). Page 4705 Conversion - English/Metric Locations Locations View Within an Electrical Center Relay Box: Service and Repair Within an Electrical Center TOOLS REQUIRED J 43244 Relay Puller Pliers REMOVAL PROCEDURE 1. Remove the electrical center cover. 2. Locate the relay. Refer to Electrical Center Identification Views to locate the electrical center where the relay exists. IMPORTANT: ^ Always note the orientation of the relay. ^ Make sure the electrical center is secure, as not to put added stress on the wires or terminals. 3. Using the J 43244 (1) position the tool on opposing corners of the relay (2). NOTE: Use J 43244 to pull the relay straight out from the electrical center terminals. The use of pliers or a flat bladed tool could damage the electrical center. 4. Remove the relay (2) from the electrical center. INSTALLATION PROCEDURE Service and Repair Accelerator Pedal: Service and Repair ACCELERATOR CONTROLS PEDAL REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel insulator. 2. Disconnect the accelerator cable from the accelerator pedal. 3. Disconnect the brake pedal pushrod (1) from the brake pedal (2). 4. Remove the brake switch (1) from the brake pedal. 5. Disconnect the electrical harness from the pedal assembly. Page 9984 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 1148 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 5556 15. Install the shift cable bracket. 16. Connect the shift cable from the PNP switch. 17. Install the underhood electrical center bracket. 18. Install the underhood electrical center to the bracket. Page 2257 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 2963 6. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 552 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4558 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 7817 Parts Information Important The Cooling Coil Coating listed below is the only GM approved product for use under warranty as an evaporator core disinfectant and for the long term control of evaporator core microbial growth. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 4959 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 4815 Electrical Symbols Part 4 Page 5534 Disclaimer Service and Repair Headliner: Service and Repair Headliner Replacement Removal Procedure The one-piece formed headliner consists of a molded substrate that is covered with a foam-backed cloth facing. The headliner is attached and retained through installing the related hardware. 1. Remove the center pillar upper trim panel. 2. Remove the windshield side upper garnish moldings. 3. Remove the coat hooks. 4. Remove the roof rail assist handles. 5. Remove the sunshades. 6. Remove the dome lamp. 7. Disconnect the headlining trim finish panel wire harness connectors. 8. Remove the headlining trim finish panel rear retainers (1). 9. Remove the headlining trim finish panel (2) from the vehicle. Installation Procedure 1. Install the headlining trim finish panel (2) into the vehicle. 2. Install the headlining trim finish panel rear retainer (1). 3. Connect the headlining trim finish panel wire harness connectors. 4. Install the dome lamp. 5. Install the sunshades. 6. Install the roof rail assist handles. 7. Install the coat hooks. 8. Install the windshield side upper garnish moldings. 9. Install the center pillar upper trim panel. Page 7044 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 3758 Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor The Fuel Tank Pressure (FTP) Sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The FTP sensor mounts in the top of the fuel tank-sending unit. The PCM provides a 5-volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the PCM that can vary between 0.1-4.9 volts. As the FTP increases, FTP sensor voltage decreases, high pressure = low voltage. As the FTP decreases, FTP voltage increases, low pressure or vacuum = high voltage. Page 3611 Electrical Symbols Part 3 Page 3358 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4681 Fuel Pump Relay: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 4053 Camshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 5230 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 4958 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 5638 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Cigarette Lighter - Inoperative Cigarette Lighter: Customer Interest Cigarette Lighter - Inoperative File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-016 Date: November, 2001 TECHNICAL Subject: Cigarette Lighter May Be Inoperative (Install New Lighter Element) Models: 2002 Buick LeSabre, Park Avenue, Rendezvous 2002 Cadillac DeVille, Seville 2001-2002 Chevrolet Cavalier 2002 Chevrolet Impala, Malibu 2002 Chevrolet Trans Sport (Export Only) 2002 Oldsmobile Alero, Aurora 2001-2002 Pontiac Sunfire 2002 Pontiac Bonneville, Grand Am 2002 Chevrolet and GMC S/T Utility Models (TrailBlazer, Envoy) 2002 Chevrolet and GMC 6-7H C-Series Conventional Medium Duty Models 2001-2002 Oldsmobile Bravada Condition Some customers may comment that the cigarette lighter is inoperative. Cause During the 2001 model year, a new style cigarette lighter element was put into production. Under certain conditions, when pushed in firmly, the cigarette lighter element may short to ground inside the receptacle. This condition may result in a blown fuse. Correction Install a new cigarette lighter element, P/N 11516140. Replace the fuse for the cigarette lighter, if necessary. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 6434 If performing routine Brake Service for worn pads only, and the rotors are not damaged and measure within specification - DO NOT REFINISH ROTORS. 1. Remove the rotor(s). 2. Measure the rotor for original thickness using a brake micrometer. Multiple measure points should be taken and the lowest measurement should be recorded. 3. Reference the Minimum Thickness specification stamped on the backside of the rotor or SI for Minimum Thickness specification/other. In most cases, the rotor should be refinished unless the measurement taken makes it obvious that refinishing the rotor would take the measurement under the Minimum Thickness specification (then replacement is necessary). DO NOT use any other manufacturers rotor specifications. 3. ***Record the lowest ORIGINAL rotor thickness measurement on the repair order hard copy as noted in the "Repair Order Documentation - Rotor Refinish" section of this bulletin. 4. Clean all of the mating surfaces between the hub, the rotor and the wheel using the J 42450A Wheel Hub Cleaning Kit and J 41013 - Whiz Wheel(R). If rotors are not to be refinished - Go To Step 8. Important Cleaning all mating surfaces and making them free of corrosion, burrs and other debris (which includes removal of Hubless rotors) is critical and MUST be performed whether using an On-Car or Bench Lathe Refinish Procedure. 5. Be sure to follow the appropriate refinishing procedure listed below for the type of lathe you are using. Important Only replace the rotors if they do not meet the Minimum Thickness specification. Important DO NOT REFINISH NEW ROTORS. Important Only remove the necessary amount of material from each side of the rotor and note that equal amounts of material do not have to be removed from both sides on any brake system using a floating caliper. Important Prior to making the cut, install the recommended clip-on style disc silencer supplied with the lathe. Use of this silencer is critical to prevent chatter from occurring during the cut. Bench Type Lathe 1. Refinish the existing rotor on an approved, well-maintained lathe to guarantee smooth, flat and parallel surfaces. 2. Check for clean and true lathe adapters and make sure the arbor shoulder is clean and free of debris or burrs. For more information, see the "Brake Lathe Calibration Procedure (Bench-Type)" section in this bulletin. 3. On the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn 4. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed during the process, reset zero. Back off a full turn. 5. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the brake pad contact area. Do the same procedure. If zero is passed during the process, reset zero. 6. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the full rotor surface. Advance both tool cutters to the zero setting plus just enough to clean up the entire rotor surface. 7. After completing the refinish, sand both sides of the rotor for approximately one minute per side using a sanding block and 130-150 grit sandpaper to obtain a non-directional finish. On-Car Type Lathe 1. Reinstall the rotor(s). Important Page 2312 Oil Level Sensor: Service and Repair Engine Oil Level Sensor and/or Switch Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Drain the oil from the oil pan. 3. Disconnect the electrical connector from the oil level sensor. 4. Remove the retainer bolt from the oil pan. 5. Remove the oil level sensor from the oil pan. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the oil level sensor to the oil pan with the retainer bolt. Tighten the bolt to 16 Nm (12 ft. lbs.). 2. Connect the electrical connector to the oil level sensor. 3. Lower the vehicle. 4. Add oil to the proper level. Page 763 Camshaft Position Sensor: Service and Repair REMOVAL PROCEDURE Locations View 1. Turn OFF the ignition. 2. Remove the power steering pump. 3. Disconnect the sensor electrical connector. 4. Remove the attaching bolt. 5. Remove the sensor. 6. Inspect the sensor O-ring for wear, cracks or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE Page 3271 Electrical Symbols Part 2 Page 1392 Disclaimer Page 2886 Electrical Symbols Part 4 A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Engine - Rocker Arm Bolt Tightening Specification Update Rocker Arm Assembly: Technical Service Bulletins Engine - Rocker Arm Bolt Tightening Specification Update File In Section: 06 - Engine/propulsion System Bulletin No.: 02-06-01-034 Date: October, 2002 SERVICE MANUAL UPDATE Subject: Revised Rocker Arm Bolt Fastener Tightening Specification Models: 1996-1998 Buick Skylark 1996-2002 Buick Regal 1997-2002 Buick Century 1996 Chevrolet Beretta, Corsica, Lumina APV 1996-2001 Chevrolet Lumina 1996-2002 Chevrolet Monte Carlo 1997 Chevrolet Venture 1997-2003 Chevrolet Malibu 2000-2002 Chevrolet Impala 1996-1997 Oldsmobile Cutlass Supreme, Silhouette 1996-1998 Oldsmobile Achieve 1998-1999 Oldsmobile Cutlass, Intrigue 1999-2002 Oldsmobile Alero 1996-1997 Pontiac Trans Sport 1996-2003 Pontiac Grand Am, Grand Prix with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1) This bulletin is being issued to revise the rocker arm bolt fastener tightening specification found in several procedures in the Engine Mechanical - 3.1L sub-section and the Engine Mechanical - 3.4L sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The correct torque for the rocker arm bolt is 14 N.m (124 lb in) plus 30 degrees. This specification can be found in Fastener Tightening Specifications, Valve Rocker Arm and Push Rod Replacement and Lower Intake Manifold Replacement (for 1996 Chevrolet Beretta/Corsica, 1996-1997 Buick Skylark, Pontiac Grand Am, Oldsmobile Achieva and 1997 Chevrolet Malibu ONLY). DISCLAIMER Page 7361 Stabilizer Bushing: Service and Repair Rear Stabilizer Shaft Insulator Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the stabilizer shaft. 3. Remove the insulator (4) from the stabilizer shaft (2). 4. Remove the rear suspension support insulator from the rectangular stabilizer clamp hole. Installation Procedure 1. Install the insulator (4) to the stabilizer shaft (2). Description and Operation Fuel Return Line: Description and Operation FUEL FEED AND RETURN PIPES The fuel feed pipe carries fuel from the fuel tank to the fuel rail assembly. The fuel return pipe carries fuel from the fuel rail assembly back to the fuel tank. The fuel pipes consist of 2 sections: ^ The rear fuel pipe assemblies are located from the top of the fuel tank to the chassis fuel pipes. The rear fuel pipes are constructed of nylon. ^ The chassis fuel pipes are located under the vehicle and connect the rear fuel pipes to the fuel rail pipes. These pipes are constructed of steel. Page 678 12. Connect the electrical connector to the hazard warning switch. 13. Connect the electrical connectors to the other switches in the trim plate. 14. Position and align the IP cluster trim plate to the IP and carefully press into place. 15. Install the two screws that attach the IP cluster bezel to the IP. Tighten Tighten to 2 N.m (18 lb in). 16. Install the upper steering column cover to the steering column. 17. Position the lower steering column cover to the upper cover and install the three attaching screws. Tighten Tighten to 2 N.m (18 lb in). 18. Install the AIR BAG fuse in the panel and install the cover. 19. Turn the ignition switch to the ON position and verify that the AIR BAG light flashes seven times and goes out. Verify hazard warning switch operation. Alero, Cutlass 1. Remove the hazard warning switch bezel from the IP using a small flat-bladed tool to release the retainers. Important: Both retainers must be released at the same time in order to remove the air outlet in the next step. 2. Using two flat-blade screwdrivers (2), carefully release the two retainers that attach the IP center air outlet (1). With both retainers released, pull Page 1195 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 4014 Electrical Symbols Part 2 Page 10898 Electrical Symbols Part 4 Page 10075 Ambient Light Sensor Page 5041 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Specifications Power Steering Fluid: Specifications Power Steering System GM Power Steering Fluid, GM P/N 1050017 or Equivalent Page 2042 Diagnostic Aids If the drive belt(s) repeatedly falls Off the drive belt pulleys, this is because of pulley misalignment. An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall Off the pulleys. Verify the accessory drive components operate properly. If the drive belt(s) is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. This inspection is to verify the condition of the drive belt. Damage may of occurred to the drive belt when the drive belt fell OFF. The drive belt may of been damaged, which caused the drive belt to fall OFF. Inspect the belt for cuts, tears, sections of ribs missing, or damaged belt plys. 4. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misalign pulley using a straight edge in the pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation procedure of that pulley. 5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 6. Accessory drive component brackets that are bent or cracked will let the drive belt fall OFF. 7. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. Missing, loose, or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket. Drive Belt Rumbling Drive Belt Rumbling Diagnosis Page 745 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 7592 Caution: Before installing the wheels, remove any buildup of corrosion on the wheel mounting surface brake drum or disc mounting surface by scraping and wire brushing. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This can cause a wheel to come off when the vehicle is moving, causing loss of control and possibly personal injury. Notice: A torque wrench or J 39544 must be used to ensure that wheel nuts are tightened to specification. Never use lubricants or penetrating fluids on wheel stud, nuts, or mounting surfaces, as this can raise the actual torque on the nut without a corresponding torque reading on the torque wrench. Wheel nuts, studs, and mounting surfaces must be clean and dry. Failure to follow these instructions could result in wheel, nut, and/or stud damage. 1. Install the tire and wheel assembly. Align the locating mark of the tire and wheel to the hub. Notice: Refer to Fastener Notice in Service Precautions. Important: Tighten the nuts evenly and alternately in order to avoid excessive runout. 2. Install the wheel nuts. ^ Tighten the nuts in a criss/cross pattern to 140 Nm (100 ft. lbs.). 3. Remove the safety stands and lower the vehicle. Page 3683 Crankshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 3687 6. Lower the vehicle. 7. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 6601 1. Install the EBCM (1) to the BPMV (2). ^ Tighten the 4 screws that connect the EBCM (1) to the BPMV (2) to 5 Nm (44 inch lbs.). 2. Install the EBCM/BPMV assembly (3) to the vehicle. 3. Install the BPMV retaining nut (2). ^ Tighten the retaining nut to 10 Nm (7 ft. lbs.). 4. Connect the EBCM harness connector (2) to the EBCM (1). Page 6864 Fuse Block Underhood, C4 Fuse Block Underhood, C5 Page 4393 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 10265 Electrical Symbols Part 2 Page 9328 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 206 Body Control Module (BCM) C2 Part 1 Page 4691 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 4582 Fuel: Testing and Inspection W/O Special Tool Water contamination in the fuel system may cause driveability conditions such as hesitation, stalling, no start, or misfires in one or more cylinders. Water may collect near a single fuel injector, at the lowest point in the fuel rail, and cause a misfire in that cylinder. If the fuel system is contaminated with water, inspect the fuel system components for rust, or deterioration. Alcohol concentrations of 10 percent or greater in fuel can be detrimental to fuel system components. Alcohol contamination may cause fuel system corrosion, deterioration of rubber components, and subsequent fuel filter restriction. Fuel contaminated with alcohol may cause driveability conditions such as hesitation, lack of power, stalling, or no start. Some types of alcohol are more detrimental to fuel system components than others. Alcohol in Fuel Testing Procedure The fuel sample should be drawn from the bottom of the tank so that any water present in the tank will be detected. The sample should be bright and clear. If alcohol contamination is suspected then use the following procedure to test the fuel quality. 1. Using a 100 ml specified cylinder with 1 ml graduation marks, fill the cylinder with fuel to the 90 ml mark. 2. Add 10 ml of water in order it brings the total fluid volume to 100 ml and install a stopper. 3. Shake the cylinder vigorously for 10-15 seconds. 4. Carefully loosen the stopper in eider to release the pressure. 5. Re-install the stopper and shake the cylinder vigorously again for 10-15 seconds. 6. Put the cylinder on a level surface for approximately 5 minutes in order to allow adequate liquid separation. If alcohol is present in the fuel, the volume of the lower layer, which would now contain both alcohol and water, will be more than 10 ml. For example, if the volume of the lower layer is increased to 15 ml, this indicates at least 5 percent alcohol in the fuel. The actual amount of alcohol may be somewhat more because this procedure does not extract all of the alcohol from the fuel. Particulate Contaminants in Fuel Testing Procedure The fuel sample should be drawn from the bottom of the tank so that any water present in the tank will be detected. The sample should be bright and clear. If the sample appears cloudy, or contaminated with water, as indicated by a water layer at the bottom of the sample, use the following procedure to diagnose the fuel. 1. Using an approved fuel container, draw approximately 0.5 liter of fuel. 2. Place the cylinder on a level surface for approximately 5 minutes in order to allow setting of the particulate contamination. Particulate contamination will show up in various shapes and colors. Sand will typically be identified by a white or light brown crystals. Rubber will appear as black and irregular particles. If particles are found clean the entire fuel system thoroughly. Refer to Fuel System Cleaning. Page 9748 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3771 Tighten the screws to 3 N.m (27 lb in). 4. Connect the IAC electrical connector. 5. Install the canister purge valve. 6. Install the throttle control cable bracket. 7. The PCM will reset the idle air control valve whenever the ignition is turned ON, then OFF. Turn ON the ignition, then OFF. 8. Start the engine and allow the engine to reach operating temperature. Page 890 Knock Sensor (KS) Page 4406 3. Install the 2 TP sensor fasteners, using a thread-locking compound on the screws. Loctite(R) 262, GM P/N #1052624., or equivalent should be used. Tighten Tighten the TP sensor attaching screws to 2 N.m (18 lb in). 4. Connect the TP sensor electrical connector. 5. Install the air intake duct. Page 7057 Multiple Junction Connector: Diagrams C200 Page 4541 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 3156 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 5150 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 1515 11. Push the nuts and the ferrules over each of the liquid line halves. Install the ferrules with the small end toward the nut. 12. Install the liquid line into the A/C refrigerant filter. Ensure to bottom out the liquid line. 13. While holding the liquid line bottomed out in the A/C refrigerant filter, tighten the nuts securely. 14. Disassemble the A/C refrigerant filter from the liquid line. 15. Lubricate the O-rings with clean 525 viscosity refrigerant oil. 16. Install the O-rings onto the liquid line. 17. Install the liquid line into the A/C refrigerant filter. Ensure to bottom out the liquid line. 18. While holding the liquid line bottomed out in A/C refrigerant filter, tighten the nuts securely. Tighten Tighten the nuts to 15 N.m (11 lb ft). 19. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 20. Leak test the fittings of the component using the J 39400-A. 21. Install the right front fender liner. 22. Lower the vehicle. Page 6610 3. Install the master cylinder mounting nuts (5). ^ Tighten the nuts to 27 Nm (20 ft. lbs.). 4. Install the brake pipes (3, 4) to the master cylinder. ^ Tighten the brake pipe fittings at the master cylinder to 23 Nm (17 ft. lbs.). 5. Connect the electrical connector to the brake fluid level sensor (2). 6. Bleed the brake system. Master Cylinder - Overhaul Master Cylinder Overhaul Disassembly Procedure 1. Remove the brake master cylinder from the vehicle. 2. Secure the mounting flange of the brake master cylinder in a bench vise so that the rear of the primary piston is accessible. 3. Clean the outside of the master cylinder reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 4. Remove the reservoir cap and diaphragm from the reservoir. 5. Inspect the reservoir cap and diaphragm for the following conditions. If any of these conditions are present, replace the affected components. ^ Cuts or cracks ^ Nicks or deformation 6. Remove the master cylinder reservoir from the master cylinder. 7. Using a smooth, round-ended tool, depress the primary piston (2) and remove the piston retainer. 8. Remove the primary piston assembly from the cylinder bore. 9. Plug the cylinder inlet ports and the rear outlet port. Apply low pressure, non-lubricated, filtered air into the front outlet port, in order the remove the secondary piston (1) with the primary (6) and secondary (5) seals, and the return spring. 10. Discard the primary piston assembly, the piston retainer, and the seals and seal retainer from the secondary piston. Assembly Procedure Important: Do not use abrasives to clean the brake master cylinder bore. Page 7587 - Tire clearance to the body and the chassis 4. Replace the wheel if the wheel is bent. 5. Replace the wheel if the wheel/nut boss area is cracked. Identify steel wheels with a 2 or 3-letter code stamped into the rim near the valve stem. Aluminum wheels have the code, the part number, and the manufacturer identification cast into the back side of the wheel. Page 1900 Dinghy towing is permitted on the trucks shown with the transfer case placed in the Neutral position. Refer to the end of this bulletin for identification information to determine type of transfer case. The vehicles shown should NOT be dinghy towed because the transfer cases in these vehicles either have no neutral position or do not have an internal oil pump to provide lubrication while being towed. In order to properly tow the vehicles, place the vehicle on a platform trailer with all four tires off the ground. Avoid towing the vehicle with all four tires on the ground. In rare instances when towing with all four tires on the ground is unavoidable, both the front and the rear propeller shafts must be removed in order to prevent damage to the transfer case and/or transmission. Because front and rear propeller shafts are matched to attaching components at assembly, refer to the applicable Service Manual for procedures on propeller shaft removal/installation. Towing Procedure In order to properly dinghy tow the vehicle, use the following procedure: 1. Firmly set the parking brake. Page 6598 6. Push down the lock tab (1) and then move the sliding connector cover back in the home position to lock. 7. Insert the CPA (2) back into place. 8. Install the left engine splash shield. 9. Install the front engine splash shield. 10. Lower the vehicle. Refer to Vehicle Lifting. Caution: Make sure brake pipes are correctly connected to brake pressure modulator valve. If brake pipes are switched by mistake, wheel lockup will occur and personal injury may result. The only two ways this condition can be detected are by using a Scan Tool or by doing an Antilock stop. 11. Connect the master cylinder brake pipes (1) to the BPMV (3). ^ Tighten the brake pipe fittings to 24 Nm (18 ft. lbs.). 12. Connect the caliper and wheel cylinder brake pipes (2) to the BPMV (3). ^ Tighten the brake pipe fittings to 24 Nm (18 ft. lbs.). 13. Install the battery tray. 14. Install the battery. 15. Perform the ABS Automated Bleed Procedure. 16. Perform the Diagnostic System Check - ABS. Page 7138 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 11091 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Locations Locations View Page 6832 1. Install the starter. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the starter to the engine bolts. Tighten Tighten the starter bolts to 50 N.m (37 lb ft). 3. Install flywheel inspection shield. 4. Connect the leads to the starter. Tighten Tighten the cable to solenoid nut (4) to 12 N.m (106 lb in). 5. Install the lower closeout panel. 6. Lower the vehicle. Page 7799 1. Connect the vacuum hose harness connector (1) to the HVAC control assembly. 2. Connect the temperature actuator (2) to the HVAC control assembly. 3. Connect the blower motor switch electrical connector (3) from the HVAC control assembly. 4. Connect the rear defroster control electrical connector (4) from the HVAC control assembly. 5. Install the control assembly to the IP (2). NOTE: Refer to Fastener Notice in Service Precautions. 6. Install the control assembly retaining screws (1). Tighten Tighten the control assembly screws to 2 N.m (18 lb in). 7. Install the accessory trim plate. Page 6548 6. Remove the cap from the tip of the bottle and carefully insert the tip, P/N 89022161, between the boot and piston, inward of the piston boot groove. 7. From the top side of the piston (reference diagram), inject the lubricant. With the caliper in the tilted position, the lubricant will flow down and work its way around the entire circumference of the seal. Let the caliper body assembly remain in this position for a minimum of 2 minutes to allow for the fluid to completely work its way around the seal. 8. Push the piston into the seal to ensure the lubricant is on both the piston and seal surface. Important: Excessive fluid could appear as a failure and lead to a comeback. To prevent unnecessary future repairs, it is important to only use one bottle per side and make sure excess fluid is wiped away. 9. Wipe away any excessive fluid. 10. Reassemble the caliper to the vehicle. Tighten Tighten the caliper bolts to 31 Nm (23 lb-ft). 11. Repeat Steps 1 - 9 on the opposite side of the vehicle, if necessary. 12. Pump the brake pedal to push the caliper piston back into place. 13. Reinstall the wheel and test drive the vehicle to verify repair. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 546 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 6818 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 7029 13. Slide the electrical center to the rear until the center snaps into the retainer tab. 14. Install all of the fuses and the relays. 15. Install the electrical center cover. 16. Install the positive battery cable lead to the stud on underhood electrical center, then install the positive battery cable lead retaining nut. Tighten Tighten the positive battery cable lead retaining nut to 10 N.m (89 lb in). 17. Install the air cleaner assembly. 18. Connect the negative battery cable. Locations Locations View Page 1341 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview Begin the diagnosis of the body control system by performing the Diagnostic System Check for the system in which the customer concern is apparent. The Diagnostic System Check will direct you to the correct procedure for diagnosing the system end where the procedure is located. Page 3614 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 9917 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 9167 Auto Magic(R) or Clay Magic(R) products available from: Auto Wax Company, Inc. 1275 Round Table Dr. Dallas, TX 75247 (800) 826-0828 (Toll-Free) or (214) 631-4000 (Local) Fax (214) 634-1342 www.automagic.com [email protected] E038 Fallout Gel or E038E Liquid Fallout Remover II available from: Valvoline Car Brite Company 1910 South State Avenue Indianapolis, In 46203 (800) 347-2439 (Toll Free) or (317) 788-9925 (Local) Fax (317) 788-9930 www.carbrite.com [email protected] *We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from these firms or for any such items which may be available from other sources. If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location. Warranty Information (excluding Saab U.S. Models) Important Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition. Important In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time should be submitted in the "Other Labor Hours" field. Warranty Information (Saab U.S. Models) Disclaimer Page 9617 Audible Warning Device: Description and Operation Lights on Warning The radio activates the lights on warning as requested by the Body Control Module (BCM). The BCM sends a class 2 message to the radio indicating the chime of a fast rate frequency and duration (continuous). The lights on warning sounds when the following occurs: ^ The ignition is OFF (key out of the ignition). ^ The BCM determines that the driver door is open (signal circuit is low). ^ The BCM determines that the headlamp switch is in the park or head position. Page 6760 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 10740 Vanity Lamp: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 674 Involved are certain 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass built within the VIN breakpoints shown. Page 3618 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Heater Hose Replacement - Inlet Heater Hose: Service and Repair Heater Hose Replacement - Inlet TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the engine coolant. Refer to Draining and Filling Cooling System Cooling System. 2. Use J 38185 to reposition the inlet heater hose clamp from the quick-connect fitting. 3. Disconnect the inlet heater hose (1) from the quick-connect fitting. 4. Use J 38185 to reposition the inlet heater hose clamp from the heater core. 5. Disconnect the inlet heater hose from the heater core. 6. Remove the inlet heater hose. INSTALLATION PROCEDURE Page 1516 Refrigerant Filter: Service and Repair Air Conditioning (A/C) Refrigerant Filter Replacement REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Remove the right front fender liner. IMPORTANT: Immediately cap or tape the open end of the condensor and the evaporator line in order to prevent contamination. 3. Remove the bolt at the evaporator line from the condensor. IMPORTANT: The nuts and the ferrules will remain on the line. Do NOT try to remove the nuts and the ferrules. 4. Remove the A/C refrigerant filter. INSTALLATION PROCEDURE 1. Install the O-rings onto the liquid line. 2. Install the liquid line into the A/C refrigerant filter. Hand tighten the nuts. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the evaporator hose bolt. Page 9752 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 3195 Electrical Symbols Part 3 Page 3706 Electrical Symbols Part 3 Page 7436 Wheel Bearing: Service and Repair Wheel Bearing/Hub Replacement- Front Wheel Bearing/Hub Replacement- Front Removal Procedure 1. Raise the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the wheel drive shaft. 4. Remove the brake rotor. 5. Remove the hub and bearing assembly bolts (5). 6. Remove the hub and bearing assembly (1) from the steering knuckle (2). Installation Procedure 1. Install the hub and bearing assembly (1) to the steering knuckle (2). Notice: Refer to Fastener Notice in Service Precautions. 2. Install the hub and bearing assembly bolts (5). ^ Tighten the hub and bearing assembly bolts to 95 Nm (70 ft. lbs.). 3. Install the brake rotor. 4. Install the wheel drive shaft. 5. Install the tire and wheel assemblies. 6. Check the front wheel alignment. Page 10924 Power Window Switch: Connector Views Window Switch - Driver, C1 Page 10660 Turn Signal Indicator: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 7318 Cross-Member: Specifications Rear Suspension Support Mounting Bolt 89 ft. lbs. Page 3694 Data Link Connector: Description and Operation The Data Link Connector (DLC) terminal 2 contains the class 2 serial data link. The DLC also provides a power source for the scan tool as follows: ^ Battery voltage at the DLC terminal 16. ^ Ground at terminals 4 and 5. Page 3477 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. PCM/BCM Replacement - DTC's B001/B1271/B1780 Set PROM - Programmable Read Only Memory: All Technical Service Bulletins PCM/BCM Replacement - DTC's B001/B1271/B1780 Set File In Section: 06 - Engine/Propulsion System Bulletin No.: 99-06-03-010A Date: June, 2001 INFORMATION Subject: DTCs B1001, B1271 or B1780 Set When Replacing/Reprogramming Other Modules Models: 1999-2002 All Passenger Cars and Trucks With Class 2 Serial Data Communication Between Modules This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 99-06-03-010 (Section 06 - Engine/propulsion System). Class 2 Serial Data Communication allows control modules (i.e. the Powertrain Control Module (PCM), the Body Control Module (BCM), the Dash Integration Module (DIM), the Instrument Panel Cluster (IPC), the radio, the Heating, Ventilation and Air Conditioning (HVAC) Controller, and the Sensing and Diagnostic Module (SDM) to exchange information. This information may be operational information or identification information. Among the identification information exchanged and compared within these modules is the Vehicle Identification Number (VIN). Typically, the PCM broadcasts a portion of the VIN, while another module broadcasts another portion of the VIN. This information is compared by the SDM in order to ensure installation is in the correct vehicle. When the broadcast VIN does not match the VIN stored within the SDM, the following actions occur: ^ DTC B1001 Option Configuration Error is set and deployment of the airbags is inhibited. ^ The VIN information is also used by the radio in order to prevent theft. When the broadcast VIN does not match the VIN stored within the radio, a DTC B1271 ora DTC B1780 Theft Locked is set and the radio is inoperative. This situation may occur when a vehicle is being repaired. When a PCM or a body control type module is replaced, the VIN information must be programmed into the replaced (new) control module. A module which has had VIN information entered into it (for example, one taken from another vehicle) cannot be reprogrammed. VIN information can only be entered into new modules. The ignition must be ON in order to program the control module. Since the VIN information is broadcast when the ignition goes to ON from any other ignition switch position, DTCs may be set in the SDM and/or the radio. Therefore, always follow the specified control module replacement procedures. 1. After completing the repair, turn OFF the ignition for at least 30 seconds. 2. Turn ON the ignition and check for DTCs using a scan tool. If DTCs B1001, B1271, or B178C are present with a history status, DO NOT REPLACE THE SDM OR THE RADIO. 3. Clear the DTCs from all modules using the scan tool. The SDM and/or the radio should then operate properly. 4. Ensure the proper operation of the SDM by turning OFF the ignition and then turning ON the ignition. The air bag warning indicator should flash seven times and then go OFF. Refer to Corporate Bulletin Number 99-09-41-001 for additional information regarding proper reprogramming of the new/replaced module. Clearing codes from the other modules is part of the replacement and reprogramming procedure for the replaced module. The repair is not complete unless all codes have been cleared from all modules. DO NOT SUBMIT CLAIMS FOR OTHER MODULE REPLACEMENTS OR REPROGRAMMING. DISCLAIMER Page 6774 Conversion - English/Metric Page 6664 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 3797 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Locations Throttle Position Sensor: Locations Locations View Page 362 Power Seat Switch: Testing and Inspection For further information regarding the diagnosis of this component and the system that it is a part of, please refer to Seats Testing and Inspection. Page 3288 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 724 Conversion - English/Metric Page 10725 15. Install the ignition switch bezel to the IP and press into place until fully seated. 16. Verify hazard warning switch operation. Page 3842 Steps 10-19 The number below refers to the step number on the diagnostic table. 2. This step tests the MAP sensor's ability to correctly indicate BARO. The BARO varies with altitude and atmospheric conditions. 103 kPa is the approximate BARO displayed by the MAP sensor at or near sea level. A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 10811 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 323 Inflatable Restraint Sensing And Diagnostic Module: Description and Operation INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE (SDM) The SDM is a microprocessor and the control center for the SIR system. In the event of a collision, the SDM performs calculations using the signals received from the internal sensors and compares the results of the calculations to values stored in memory. When these calculations exceed the stored value, the SDM will cause current to flow through the appropriate deployment loops to deploy the air bags. The SDM records the SIR system status when a deployment occurs and turns the AIR BAG indicator ON. The SDM performs continuous diagnostic monitoring of the SIR system electrical components and circuitry when the ignition is turned ON. If the SDM detects a malfunction, a DTC will be stored and the SDM will command the AIR BAG indicator ON. In the event that Ignition 1 voltage is lost during a collision, the SDM maintains a 23-Volt Loop Reserve (23 VLR) for deployment of the air bags. It is important to note, when disabling the SIR system for servicing or rescue operations to allow the 23 VLR to dissipate, which could take up to one minute. Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Fuel System - Inaccurate Fuel Gauge Readings Fuel Gauge Sender: Customer Interest Fuel System - Inaccurate Fuel Gauge Readings File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-04-008D Date: April, 2003 Subject: Inaccurate or Erratic Fuel Gauge Reading, Fuel Pump Related Driveability Concerns (Install New Fuel Tank Sender) Models: 2000-03 Chevrolet Cavalier, Malibu 2000-03 Oldsmobile Alero 2000-03 Pontiac Grand Am, Sunfire 2000-01 Toyota Cavalier with Plastic Fuel Tanks This bulletin is being revised to add a model year and to change the Correction information as well as the part number. Please discard Corporate Bulletin Number 01-06-04-008C (Section 06 Engine). Condition Some customers may comment about inaccurate or erratic fuel gauge readings. A typical comment might be that it appears from the gauge reading that there is fuel available, yet the tank is nearly empty. Cause This condition may be the result of the corrosive effect of certain fuel blends on the contact surfaces of the fuel tank sender. Vehicles built between the VIN breakpoints shown. Vehicles built prior to VIN breakpoint shown. Correction Important: ^ When servicing the fuel tank module or the fuel sender, DO NOT replace both parts. Only replace the appropriate part to repair the customer's concern. ^ The complete fuel level sender assembly P/N 22683260 is no longer available through GMSPO. This assembly is now serviced by a fuel tank module P/N 88957239 (minus sender) and the fuel tank sender, P/N 22709333. These two parts are no longer sold as one unit and can only be purchased separately. ^ Dealers within the provinces of British Columbia, Quebec, New Brunswick and the State of Maine, should refer to Customer Satisfaction Campaign 00101, dated January, 2001. When fuel gauge diagnosis in the Service Manual indicates the cause to be the fuel tank sender, replace the existing sender with a new sender, P/N 22709333, with improved corrosion resistant wiper contacts. Page 2430 3. Install the spark plug wires 1, 3, and 5 to the engine right side spark plugs. 4. Install the spark plug wires to the retaining clip. 5. Install the spark plug wires 2, 4, and 6 to the engine left side spark plugs. 6. Install the spark plug wires to the retaining clips. Page 9606 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 1223 1. Install the SDM (5) to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the SDM mounting fasteners (1). Tighten Tighten the fasteners to 5.0 N.m (44 lb in). 3. Install the SDM harness connector (3) to the SDM (5). 4. Install the Connector Position Assurance (CPA) (2) to the SDM harness connector. 5. Position the carpet in order to cover the inflatable restraint Sensing and Diagnostic Module (SDM). 6. Install the passenger front carpet retainer. 7. Install the front passenger seat. 8. Enable the SIR system. Refer to Air Bag(s) Arming and Disarming. 9. If you replaced the SDM perform the following procedure in order to update the BCM with the new SDM part number: IMPORTANT: The AIR BAG indicator may remain ON after the SDM is replaced. After programming the SDM part number into the BCM cycle the ignition switch OFF and ON. This turns OFF the AIR BAG indicator and clears the DTC. 9.1. Install a scan tool. 9.2. Select the Special Functions option from the SIR Menu and press enter. 9.3. Select the Setup SDM Part Number in BCM option and press enter. 9.4. Follow the procedure on the scan tool display. 9.5. Cycle the ignition switch OFF and ON. Page 10607 Electrical Symbols Part 1 Locations Modular Fuel Sender And Fuel Tank Pressure Sensor Restraints - Child Seat Top Teather Attachment Kits Child Seat Tether Attachment: Technical Service Bulletins Restraints - Child Seat Top Teather Attachment Kits Bulletin No.: 99-09-40-004a Date: April 12, 2005 INFORMATION Subject: Top Tether Hardware Package for Child Restraint Seats Models: 1989-2002 Passenger Cars, Light Duty Trucks and Multi-Purpose Passenger Vehicles (Except EV1 and Prizm) Supercede: This bulletin is being revised to add the 2000-2002 model years. Please discard Corporate Bulletin Number 99-09-40-009 (Section 09 - Restraints). Important: GM of Canada and IPC Dealers are not authorized to utilize this service bulletin. Beginning in August, 1997 General Motors began providing Child Restraint Seat Top Tether Hardware Packages to customers in the United States who requested them. The Top Tether Hardware Package contains the necessary hardware for anchoring a forward facing child restraint seat top tether. One Child Restraint Seat Top Tether Hardware Package will be provided per vehicle to the retail customer at no charge for installation. Charges for installation of additional Top Tether Hardware Packages per vehicle are the responsibility of the customer. Most forward facing child restraint seats (CRS) sold in the United States prior to calendar year 1999 were not sold with top tether straps, but have provisions for them. Top tethers, which are required in Canada, can help to better secure the seat in the vehicle. When a forward facing CRS including a top tether is used, specially designed components must be used to secure the child seat top tether. These components are included in the Hardware Package from GMSPO. Top tethers are not normally required or used with rearward facing infant restraint seats. Rearward facing infant restraint seats should never be secured in the front seat of an air bag equipped vehicle unless the vehicle is equipped with an air bag de-activation (shut-off) switch and the switch has been used to turn the air bag off. Should a retail customer request installation of a Tether Hardware Package at the time of sale or delivery, it is to be installed at no charge to the owner. The labor to install a Tether Hardware Package prior to delivery of a new vehicle to the customer is considered to be part of the delivery "get ready process", and as such, is not claimable. Claiming for the cost and applicable handling allowance of the proper Tether Hardware Package used in the installation is allowed. If the customer requests installation of a Tether Hardware Package some time after delivery, the package is to be provided free of charge. Hardware Packages include installation instructions which are easily followed and can be installed by most customers. However, should the customer request the dealership's assistance to install the Tether Hardware Package, it is to be installed at no charge to the customer and the labor may be claimed. All claims submitted for installation labor of an approved Tether Hardware Package must be supported by a signed customer work order. Additional Hardware Packages and installation charges are the responsibility of the customer. In addition, passenger vehicle deliveries, including vans and sport utilities for daily rental usage, may have one tether hardware package supplied. Additional packages are the owner's responsibility. Dealers may claim appropriate parts under these circumstances. Sufficient quantities of parts should be ordered in advance of the arrival of vehicles to avoid delays. Important: When installing a Child Restraint Seat Top Tether Hardware Package, follow the installation instructions included in the package. Additional information about specific mounting locations and installations may be available in the Seat Belt Section (Sections 9, 10-10, 10-11 or 10A) I of the appropriate Service Manual, or the Restraints section of SI. Any questions regarding this policy should be directed to your Area Manager, Parts or Service. Parts Information For Top Tether Hardware Package part numbers and usage, see Group 14.870 (passenger cars & U-van), or Group 16.710 (Light Duty Truck) of the appropriate GMSPO Parts Catalog. In addition, they can also be found in Accessories Group 21.042. Page 3254 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 1581 Fluid - A/T: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Page 2938 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2942 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 9667 Various symbols are used in order to describe different service operations. Page 4164 For vehicles repaired under warranty, use the table. Disclaimer Page 8629 Dinghy towing is permitted on the trucks shown with the transfer case placed in the Neutral position. Refer to the end of this bulletin for identification information to determine type of transfer case. The vehicles shown should NOT be dinghy towed because the transfer cases in these vehicles either have no neutral position or do not have an internal oil pump to provide lubrication while being towed. In order to properly tow the vehicles, place the vehicle on a platform trailer with all four tires off the ground. Avoid towing the vehicle with all four tires on the ground. In rare instances when towing with all four tires on the ground is unavoidable, both the front and the rear propeller shafts must be removed in order to prevent damage to the transfer case and/or transmission. Because front and rear propeller shafts are matched to attaching components at assembly, refer to the applicable Service Manual for procedures on propeller shaft removal/installation. Towing Procedure In order to properly dinghy tow the vehicle, use the following procedure: 1. Firmly set the parking brake. Page 624 Electrical Symbols Part 3 Page 3879 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 7321 1. Install the following components on the front suspension crossmember if removed: ^ The lower control arms ^ The power steering gear ^ The front transmission mount ^ The rear transmission mount ^ The stabilizer shaft ^ The lower radiator mounting panel 2. Lower the vehicle on to the front suspension crossmember (3). 3. Install the front suspension crossmember to body bolts (2). Hand tighten the bolts. 4. Install the front suspension crossmember rear bolts (1). Hand tighten the bolts. 5. Install the front suspension crossmember front bolts (4). Hand tighten the bolts. Notice: Refer to Fastener Notice in Service Precautions. ^ Tighten the front suspension crossmember bolts in the following order: 5.1. Tighten the front suspension crossmember rear bolts (1) to 245 Nm (180 ft. lbs.) plus 180 degrees rotation. 5.2. Tighten the front suspension crossmember bolts (4) to 110 Nm (81 ft. lbs.). 5.3. Tighten the front suspension crossmember to body bolts (2) to 82 Nm (61 ft. lbs.). 6. Raise the vehicle and support with jack stands. Refer to Vehicle Lifting. 7. Install the brake lines to the retainers on the front suspension crossmember (3). 8. Install the rear transmission mount bracket bolts. 9. Install the front transmission mount bracket bolts. 10. Install the power steering lines to the steering gear. 11. Install the bolt from the steering gear to intermediate shaft. 12. Install the tie rod ends to the steering knuckles. 13. Install the brake modulator assembly to the front suspension crossmember. 14. Install the lower ball joints to the steering knuckles. 15. Connect the ABS sensor to the wheel speed sensor and front suspension crossmember. 16. Install the splash shields. 17. Install the tire and wheel assemblies. 18. Remove the engine support fixture. 19. Bleed the power steering system. Page 9697 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. OnStar(R) - Cellular Antenna Replacement Parts Antenna, Navigation: All Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. Page 1106 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1748 ^ Always inspect and adjust the pressure when the tires are cold. ^ Vehicles that have different pressures for the front and the rear need to be adjusted after tire rotation. Improper tire inflation may result in any or all of the following conditions: ^ Premature tire wear ^ Harsh ride ^ Excessive road noise ^ Poor handling ^ Reduced fuel economy ^ Low Tire Pressure Monitor (TPM) Light ON ^ Low Tire Pressure Message on the Drivers Information Center (DIC) Disclaimer Page 10825 Steps 5-9 Defogger Inoperative - Rear Window TEST DESCRIPTION Page 3379 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Service and Repair Front Door Window Regulator: Service and Repair Window Regulator Replacement - Front Door The front door window regulator is part of the front door locking system module and can not be serviced separately. Refer to Locking System Module Replacement - Front Door for the service procedure. Page 1105 Camshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 7479 1. Use a proper hand reamer, carbide cutter or drill bit to ream the puncture channel from the inside of the tire in order to clean the injury. 2. Remove steel wires protruding above the liner surface to prevent damage to the repair unit. 3. Consult your repair material supplier for recommended reaming tool(s). Fill the Injury 1. It is necessary to fill the injury channel to provide back up for the repair unit and to prevent moisture from entering the tire fabric and steel wires. 2. (For combination repair/plug units skip this step.) Cement the injured channel and fill the injury from the inside of the tire with the repair plug per repair material manufacturer's recommendations. Without stretching the plug, cut the plug off just above the inside tire surface. 3. Consult your repair material supplier for proper repair material selection. Repair Unit Selection Important Do not install the repair unit in this step. Description and Operation Power Interrupt Connector/Switch: Description and Operation INADVERTENT POWER The body control module used in this vehicle controls the lighting system through circuits that enable both the exterior lamp functions of park, head, and fog lamps as well as the interior lamps. The BCM opens these enabling circuits shortly after the ignition switch is turned OFF with no lamp switch activity. If the ignition switch is turned to any position other than OFF, or if a lamp switch is activated during this period, the timer will reset itself again. Page 7088 RH IP Fuse Block Page 2558 Temperature Gauge: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Testing and Inspection. Page 10571 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 2326 Electrical Symbols Part 1 Page 3928 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4401 Conversion - English/Metric Page 7579 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Page 3047 Oil Level Sensor For ECM: Diagrams Engine Oil Level Switch Page 9949 Fuel Gauge Sender: Service and Repair REMOVAL PROCEDURE 1. Remove the fuel sender assembly. 2. Remove the fuel pump electrical retaining clip at the top of the fuel sender assembly. 3. Disconnect the fuel pump and fuel level sensor electrical connector. 4. Depress the 3 tabs (1) securing upper fuel reservoir and slide upward until free of lower reservoir (2). 5. Depress the tab on the fuel level sensor (1) while sliding up and out of the housing. 6. Remove the retaining clip from the electrical connector. 7. Remove the fuel level sensor wires from the connector, taking care to note the location of the wires. INSTALLATION PROCEDURE IMPORTANT: ^ Make sure the wires are routed under the fuel level sensor. ^ Make sure the tab locks in place. Page 10456 11. Disconnect the hazard warning switch electrical connector. 12. Using a small flat-blade screwdriver, carefully release the two retaining features on the mounting bracket and remove the hazard warning switch from the bracket. 13. Install the mounting bracket on the new hazard warning switch. 14. Connect the electrical connector to the new hazard warning switch and insert it through the center air outlet opening in the IP. 15. Position the switch and mounting bracket to the IP and install the two attaching screws through the center air outlet opening. Tighten Tighten to 3 N.m (27 lb in). 16. Through the instrument cluster opening in the IP, install the remaining hazard warning switch attaching screw. Tighten Tighten to 3 N.m (27 lb in). 17. Install the cluster in the IP. Install the four screws. Tighten Tighten to 2 N.m (18 lb in). 18. Connect the electrical connector to the trip reset switch. 19. Install the IP cluster trim panel to the IP and install the two screws. Tighten Tighten to 2 N.m (18 lb in). 20. Install the center air outlet in the IP. 21. Install the bezel on the hazard warning switch. 22. Verify hazard warning switch operation. Grand Am 1. Apply the parking brake. 2. Using a small flat-blade screwdriver, carefully remove the ignition switch bezel. Service and Repair Vacuum Brake Booster Check Valve: Service and Repair Vacuum Brake Booster Check Valve and/or Hose Replacement Removal Procedure 1. Disconnect the vacuum hose from the intake manifold. 2. Disconnect the vacuum hose from the vacuum brake booster check valve (1). 3. Remove the brake booster check valve (1) from the vacuum brake booster. Installation Procedure 1. Install the brake booster check valve (1) onto the vacuum brake booster. 2. Connect the vacuum hose to the vacuum brake booster check valve (1). 3. Connect the vacuum hose to the intake manifold. Page 2957 Crankshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 3537 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 449 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 4302 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER INTAKE DUCT REPLACEMENT REMOVAL PROCEDURE 1. Loosen the 2 intake air duct (shown similar) clamps from the air cleaner assembly and throttle body. 2. Disconnect the intake air temperature (IAT) sensor electrical connector. 3. Remove intake air duct/mass air flow (MAF) sensor from air cleaner assembly and throttle body. 4. Loosen the clamp on the MAF sensor and separate the intake air duct from the MAF sensor. INSTALLATION PROCEDURE 1. Assemble the intake air duct and MAF sensor. 2. Install the assembly (shown similar) to the throttle body and air cleaner assembly. NOTE: Refer to Fastener Notice in Service Precautions. 3. Secure the 3 clamps on the intake air duct/MAF sensor assembly. Tighten Tighten the air cleaner duct clamps to 2 N.m (18 lb in). Page 4073 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 3100 Throttle Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 194 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 7837 Flushing Procedures using DEX-COOL(R) Important: The following procedure recommends refilling the system with DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. This coolant is orange in color and has a service interval of 5 years or 240,000 km (150,000 mi). However, when used on vehicles built prior to the introduction of DEX-COOL(R), maintenance intervals will remain the same as specified in the Owner's Manual. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling system flush and fill machine is not available, drain the coolant and dispose of properly following the draining procedures in the appropriate Service Manual. Refill the system using clear, drinkable water and run the vehicle until the thermostat opens. Repeat and run the vehicle three (3) times to totally remove the old coolant or until the drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with DEX‐COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. Then slowly add clear, drinkable water (preferably distilled) to the system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and reverify the coolant level. If necessary, add clean water to restore the coolant to the appropriate level. Once the system is refilled, reverify the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. The concentration levels should be between 50% and 65%. Flushing Procedures using Conventional Silicated (Green Colored) Coolant Important: 2004-2005 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX‐COOL(R). The Aveo and Wave are filled with conventional, silicated engine coolant that is blue in color. Silicated coolants are typically green in color and are required to be drained, flushed and refilled every 30,000 miles (48,000 km). The Aveo and Wave are to be serviced with conventional, silicated coolant. Use P/N 12378560 (1 gal) (in Canada, use P/N 88862159 (1 L). Refer to the Owner's Manual or Service Information (SI) for further information on OEM coolant. Important: Do not mix the OEM orange colored DEX-COOL(R) coolant with green colored coolant when adding coolant to the system or when servicing the vehicle's cooling system. Mixing the orange and green colored coolants will produce a brown coolant which may be a customer dissatisfier and will not extend the service interval to that of DEX-COOL(R). Conventional silicated coolants offered by GM Service and Parts Operations are green in color. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling systems flush and fill machine is not available, drain coolant and dispose of properly following the draining procedures in appropriate Service Manual. Refill the system using clear, drinkable water and run vehicle until thermostat opens. Repeat and run vehicle three (3) times to totally remove old coolant or until drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with a good quality ethylene glycol base engine coolant, P/N 12378560, 1 gal (in Canada, use P/N 88862159 1 L), conforming to GM specification 1825M, or recycled coolant conforming to GM specification 1825M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% good quality ethylene glycol base (green colored) engine coolant, P/N 12378560 1 gal., (in Canada, use P/N 88862159 1 L) conforming to GM specification 1825M. Then slowly add clear, drinkable water (preferably distilled) to system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and recheck coolant level. If necessary, add clean water to restore coolant to the appropriate level. Once the system is refilled, recheck the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. Concentration levels should be between 50% and 65%. Parts Information Warranty Information Page 8213 For vehicles repaired under warranty use, the table. Disclaimer Page 8800 Disclaimer Technical Service Bulletin # 01-08-64-020C Date: 041001 Body - Creak/Groan When Opening/Closing Doors File In Section: 08 - Body and Accessories Bulletin No.: 01-08-64-020C Date: October, 2004 TECHNICAL Subject: Creak Noise When Opening or Closing Doors (Apply Lubricant to Check Link) Models: 2001-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 2001-2004 Oldsmobile Alero 2001-2005 Pontiac Grand Am This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 01-08-64-020B (Section 08 - Body and Accessories). Condition Some customers may comment on a creak or squeak noise when opening or closing one or more doors. Cause This condition may be caused by the door check link spring saddle. Correction Important: To prevent overspray from landing on the door glass, make sure all windows are rolled up before applying the lubricant to the check link. Slide the check link grommet back and spray GM Lubriplate(R) Lubricant, P/N 89021668 (in Canada, use P/N 89021674), or equivalent, on the check link saddle using a "straw" type nozzle extension. The nozzle extension should be inserted slightly into the opening above the check link arm and sprayed toward the outside of the door. If the nozzle is inserted too far into the door, it will go past the check link spring saddle and the lubricant will miss its target. Move the nozzle back and forth while spraying to distribute the lubricant. Open and shut the door until the noise is gone. Reinstall the check link grommet in the door. Parts Information Parts are currently available from GMSPO. Warranty Information Page 9784 1. Install the fuel level sensor (1) by sliding the fuel level sensor down the slots on the lower housing. 2. Slide the upper reservoir into the lower reservoir (2) making sure the tabs lock. 3. Connect the 2 wires into the connector and lock the connector with the retaining clip. 4. Connect the fuel pump and fuel level sensor electrical connector and lock the connector with the retaining clip. 5. Install the fuel sender assembly. Page 3971 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 572 5. Adjust the stop lamp switch (3). 6. Install the driver's side sound insulator. Page 2864 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Body - Water Leaks to Interior/Trunk Parking Brake Pedal: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Testing and Inspection Wiper Switch: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Wiper and Washer Systems/Testing and Inspection. Page 5753 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the Pressure Control Solenoid (PCS) retainer clip (304), the PCS with two O-rings and screen (312, 309, 310), the torque signal regulator valve (309), and the torque signal regulator spring (308). Installation Procedure 1. Install the torque signal regulator spring (308), the torque signal regulator valve (309), the Pressure Control Solenoid (PCS) with two O-rings and screen (312, 309, 310) and the PCS retainer clip (304) 2. Install the transmission side cover. Page 9567 5. Remove the cable from the ribbon. 6. Disconnect the electrical connector from the module assembly. 7. Unclip the hinged retaining strap from the bracket at the top of the module. 8. Remove the module from the mounting bracket. INSTALLATION PROCEDURE Page 558 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 1369 Steps 14-19 Page 10656 Electrical Symbols Part 1 Page 7765 Compressor Clutch Coil: Service and Repair Compressor Clutch Coil Install (V5 - Direct Mount) TOOLS REQUIRED ^ J 33024 Clutch Coil Installer Adaptor ^ J 33025 Clutch Coil Puller Legs ^ J 8433 Compressor Pulley Puller ^ J 8433-3 Forcing Screw ^ J 41790 Compressor Holding Fixture 1. Place the clutch coil assembly (1) on the front head with the clutch coil terminal at the positioned at the mark made during disassembly. 2. Place the J 33024 over the internal opening of the clutch coil housing and align installer with the compressor front head. 3. Install the J 8433-3 into the J 8433 and center the screw in the countersunk center hole of the J 33024. 4. Install the 4 inch through bolts and washers from the J 42136 tool kit into the J 33025 and attach them to the compressor mounting bosses. 5. Turn the center forcing screw of the J 8433 to press the clutch coil onto the front head until the clutch coil is fully seated. Make sure the clutch coil and the J 33024 stay in-line with each other while pressing the clutch coil onto the compressor. 6. Install the compressor clutch rotor and bearing assembly. 7. Install the compressor clutch plate and hub assembly. 8. Remove the compressor from the J 41790. Page 5541 When Servicing transmissions with the new seal design, use the following precautions: ^ The outer diameter of the pump assembly and case bore must be clean and free of burrs or raised surfaces. Be aware of sharp edges that could damage the seal during installation. ^ The seal should be clean and dry before installation. It does not require lubrication for installation. ^ The seal should be inspected prior to installation for obvious damage. ^ It is preferable to hand-start the seal positioning the seal evenly around the case bore before installing the torque converter housing. ^ The seal can be easily removed by prying it out, typical of a pressed-on seal. ^ The seal may be reused, however a thorough inspection must be performed. Inspect the seal for the following conditions: ^ Distortion of the metal carrier or separation from the rubber seal. ^ A cut, deformed, or damaged seal. ^ Refer to the appropriate unit repair information in SI for seal removal and installation procedures. Parts Interchangeability Information In order to properly service the different designs, it is necessary to correctly identify and select corresponding parts for each level. This table provides a summary of the part usage for the different design levels. Page 2888 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 8692 Locations Page 9703 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 6404 6.2. Rotate the rotor and locate the point with the highest dial indicator reading (rotor "high spot"). 6.3. Note the amount and location of the "high spot" on the rotor and mark the closest wheel stud relative to this location. 7. Select the appropriate "Brake Align(R) Correction Plate" required to compensate for the lateral run-out from the plates listed in the chart below. Verify that the plate selected corrects the run-out specification to within .040 mm (.0015 in) or less. 8. Remove the wheel nuts, conical washers and rotor. Important: Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. 9. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. 10. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 6.3. 11. Re-install the calipers and wheels. Important It is critical to follow the procedure below for torquing the wheels. Brake rotors may be distorted if the wheel nuts are tightened with an impact wrench or if this procedure is not followed exactly. Tighten Tighten the wheel nuts to 140 N.m (100 lb ft) with a TORQUE WRENCH following the three step method shown. ^ Hand tighten all 5 wheel nuts using the star pattern (refer to the illustration). ^ Tighten all 5 wheel nuts to approximately 1/2 specification using the star pattern. ^ Tighten all 5 wheel nuts to 140 N.m (100 lb ft) using the star pattern. 12. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor inboard friction surface approximately 12.7 mm (0.5 in) from the rotors's outer edge. 13. Rotate the wheel on the opposite side of the vehicle and confirm that lateral run-out is less than or equal to .040 mm (.0015 in). If run-out is less than or equal to.040 mm (.0015 in), proceed to Step 14. if run-out is greater than .040 mm (.0015 in), remove the wheel and secure the rotor using conical retaining washers J 45101-100 and the existing wheel nuts. Measure run-out following Steps 3 and 4 above to ensure that the right correction plate was selected and properly installed. If run-out is within specification, reinstall the wheel making sure to use the three step tightening procedure in Step 11 and check run-out per Steps 12 and 13. If run-out is still out of specification, index the wheel or install a wheel from another position on the car until the correct run-out specification is achieved Page 3730 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 965 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 9348 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 214 Body Control Module: Reading and Clearing Diagnostic Trouble Codes Accessing and Reading Diagnostic Trouble Codes PROCEDURE A Tech II or equivalent Scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from the PCM or BCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the Scan tool manufacturer in order to access and read either current and/or history DTCs. Clearing Diagnostic Trouble Codes PROCEDURE Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer. NOTES: ^ Do not clear the DTCs unless directed to do so by the service information provided for each diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame data and/or malfunction history records) which may be helpful for some diagnostic procedures will be erased from the memory when the DTCs are cleared. ^ Interrupting PCM battery voltage to clear DTCs is NOT recommended. Page 8461 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3483 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Tire Monitor System - TPM Sensor Information Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Diagram Information and Instructions Engine Control Module: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4724 model and year. 16. Retest the fuel pressure with fuel pressure gauge, J 34730-1A or equivalent, to ensure adequate fuel pressure after the strainer is installed. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 9411 3. Remove the stationary rear seat back by lifting up and disengaging the T-hooks from the access holes in the rear shelf panel. 4. Remove the stationary rear seat back from the vehicle. Installation Procedure 1. Pull the shoulder belts away from the seat back area. 2. Install the stationary rear seat back (1) into vehicle. 3. Position and engage the stationary rear seat back T-hooks into the access holes in the rear shelf panel. 4. Pull forward on the top edge of the stationary rear seat back along the rear shelf panel in order to ensure that all four attaching hooks are properly aligned. Notice: Refer to Fastener Notice in Service Precautions. 5. Install the stationary rear seat back bolts (1) into the lower U-brackets. Tighten the bolts to 12 N.m (106 lb in). 6. Install the rear seat cushion into the vehicle. Seat Back Replacement - Rear Split Folding Seat Back Replacement - Rear Split Folding Page 8691 Body Control Module: Scan Tool Testing and Procedures Scan Tool Data Definitions Scan Tool Data Definitions Use the Scan Tool Data Display Vetues end Definitions Information in order to assist in diagnosing vehicle malfunctions. Compare the vehicles actust scan tool dale with the typical data display value table information. Use the data information in order to aid in undarstanding the nature of the problem when the vehicle does not match with the typical data display values. The scan tool data values were taken from a known good vehicle under the following conditions: ^ The ignition switch is in the ON position. ^ The engine is not running. ^ The vehicle is in PARK. A/C Clutch Mode: The BCM acquires the mode that the A/C clutch is in and sends the mode data over the Class 2 serial data circuit. A/C Request: The BCM uses this input to determine the position of the air conditioning switch. YES is displayed when A/C is requested. BCM Option config. No.: This data is the BCM option configuration data, Calibration ID: This information refers to how the BCM is calibrated. This information is for assembly plant use only. Ignition 0: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run or ACCY position. Ignition 1: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run or CRANK position. Ignition 3: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run position. Key In Ignition: This information refers to whether or not the ignition key is inserted into the ignition switch. The BCM uses this data to perform chime functions. Yes is displayed when the key is inserted into the ignition switch. Last 4 Dig. of GM Part #: This information refers to the last 4 digits of the GM BCM part number that is currently in the vehicle. Last 4 Digits of SDM Part Number:This is the last four digits of the vehicles onboard SDM part number. Model Year: This informafion refers to the model year of the vehicle. Seatbelt: This Data indicates the status of the Seatbelt. Turn Signal Switch: The BCM monitors the Turn signal Indicator Switch and transmits the appropriate message for the position. Panic Horn Relay: This output displays whether or not the BCM is providing ground or the horn relay. ON is displayed when the BCM is providing ground for the relay. Park Brake Switch: The BCM uses this input to determine the position of the rear park brake awuch. ON is displayed when the park brake is applied. Washer Fluid Level: The BCM has a discreet input for monitoring the Windshield Washer Fluid level, and transmits the data over the Class 2 serial data circuit. Year Module Built: This information refers to the year that the BCM was built. Page 8397 Diagnostic Tips Review # 1 - Delphi Super Nav and Black Tie Nav Page 2144 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 5624 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 3384 Knock Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Malfunction Indicator Lamp (MIL) Always On Malfunction Indicator Lamp: Testing and Inspection Malfunction Indicator Lamp (MIL) Always On SYSTEM DESCRIPTION The Diagnostic System Check-Computers and Controls Systems must be the starting point for any driveability complaint diagnosis. Perform a careful visual and physical inspection of the powertrain control module (PCM) and engine grounds for being clean and tight. Refer to Visual and Physical Check in Symptoms-Computers and Controls Systems. The Diagnostic System Check-Computers and Controls Systems is an organized approach to identifying a problem created by an electronic engine control system malfunction. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Initial Inspection and Diagnostic Overview The powertrain control module (PCM) controls the malfunction indicator lamp (MIL) by providing a ground path through the MIL control circuit to turn ON the MIL. When the ignition is turned ON, the MIL will remain on until the engine is running, if no diagnostic trouble codes (DTC) are stored. If the MIL is illuminated, then the engine stalls, the MIL will remain illuminated so long as the ignition is ON. MIL OPERATION The MIL is located on the instrument panel (IP) and is displayed as CHECK ENGINE lamp. MIL FUNCTION ^ The MIL informs the driver that a malfunction has occurred and the vehicle should be taken in for service as soon as possible. ^ The MIL illuminates during a bulb test and a system test. ^ A DTC will be stored if a MIL is requested by the diagnostic. MIL ILLUMINATION ^ The MIL will illuminate with ignition ON and the engine not running. ^ The MIL will turn OFF when the engine is started. ^ The MIL will remain ON if the self-diagnostic system has detected a malfunction. ^ The MIL may turn OFF if the malfunction is not present. ^ If the MIL is illuminated and then the engine stalls, the MIL will remain illuminated so long as the ignition switch is ON. ^ If the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition switch is cycled OFF, then ON. DIAGNOSTIC SYSTEM CHECK-COMPUTERS AND CONTROLS SYSTEMS Perform the Computers and Controls Systems Diagnostic System Check when the following conditions are present: ^ When the MIL does not turn ON when the ignition switch is turned to the RUN position. See above for MIL Operation. ^ The MIL remains ON while the engine is running ^ The MIL is flashing while the engine is running ^ A driveability symptom is determined See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Initial Inspection and Diagnostic Overview TEST DESCRIPTION Diagrams Automatic Transmission (A/T) Shift Indicator Lamp Page 6432 WARRANTY INFORMATION Page 6148 Page 9601 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 10704 For vehicles repaired under the terms of this special policy, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special policy condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12 for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs for the special policy condition are to be submitted prior to or by January 31, 2006 for 1999-2000 vehicles and May 31, 2007 for 2001-2002 vehicles. Repairs must have occurred within 10 years of the date the vehicle was originally placed in service, or 150,000 km (240,000 km), whichever occurs first. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductible), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Disclaimer Service Procedure The following procedure provides instructions for replacing the hazard warning switch located in the instrument panel (I/P). For additional information, refer to the Lighting subsection in the Body and Accessories section of the appropriate Service Manual or SI. Malibu 1. Remove the cover from the left side instrument panel (I/P) wiring harness junction block access panel. Page 8846 Notice: Refer to Fastener Notice in Service Precautions. 3. Install the door handle bracket and outside door handle nut. Tighten the nut to 10 N.m (89 lb in). 4. Install the door handle rod to the door lock actuator. 5. Install the water deflector. Page 1352 A vehicle pulls or leads in one direction during hard acceleration. A vehicle pulls or leads in the other direction during deceleration. The following factors may cause torque steer to be more apparent on a particular vehicle: ^ A slightly smaller diameter tire on the right front increases a right torque lead. Inspect the front tires for differences in the brand, the construction, or the size. If the tires appear to be similar, change the front tires from side-to-side and retest the vehicle. Tire and wheel assemblies have the most significant effect on torque steer correction. ^ A large difference in the right and left front tire pressure ^ Left-to-right differences in the front view axle angle may cause significant steering pull in a vehicle. The pull will be to the side with the most downward sloping axle from the differential to the wheels. Axles typically slope downward from the differential. The slope of the transaxle pan to level ground may be used as an indication of bias axle angles. The side with the higher transaxle pan (shown on the left side of the illustration) has the most downward sloping axle angle. Memory Steer Description Memory steer is when the vehicle wants to lead or pull in the direction the driver previously turned the vehicle. Additionally, after fuming in the opposite direction, the vehicle will want to lead or pull in that direction. Wander Description Wander is the undesired drifting or deviation of a vehicle to either side from a straight path with hand pressure on the steering wheel. Wander is a symptom of the vehicle's sensitivity to external disturbances, such as road crown and crosswind, and accentuate by poor on-center steering feel. Scrub Radius Description Ideally, the scrub radius is as small as possible. Normally, the SAI angle and the centerline of the tire and the wheel intersect below the road surface, causing a positive scrub radius. With struts, the SAI angle is much larger than the long arm/short arm type of suspension. This allows the SAI angle to intersect the camber angle above the road surface, forming a negative scrub radius. The smaller the scrub radius, the better the directional stability. Installing aftermarket wheels that have additional offset will dramatically increase the scrub radius. The newly installed wheels may cause the centerline of the tires to move further away from the spindle. This will increase the scrub radius. A large amount of scrub radius can cause severe shimmy after twitting a bump. Four-wheel drive vehicles with large tires use a steering damper to compensate for an increased scrub radius. Scrub radius is not directly measurable by the conventional methods. Scrub radius is projected geometrically by engineers during the design phase of the suspension. Page 2598 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 1112 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 9668 Conversion - English/Metric Page 6632 Parking Brake Cable: Service and Repair Park Brake Cable Replacement - Right Rear Park Brake Cable Replacement - Right Rear ^ Tools Required ^ J 37043 Parking Brake Cable Release Tool Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the right rear park brake cable (2) from the cable connector (1). 3. Disconnect the right rear park brake cable (1) from the bracket (3) using the J 37043. Service and Repair Housing Assembly HVAC: Service and Repair AIR CONDITIONING AND HEATER MODULE ASSEMBLY REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE CAUTION: Unless directed otherwise, the ignition and start switch must be in the OFF or LOCK position, and all electrical loads must be OFF before servicing any electrical component. Disconnect the negative battery cable to prevent an electrical spark should a tool or equipment come in contact with an exposed electrical terminal. Failure to follow these precautions may result in personal injury and/or damage to the vehicle or its components. For Vehicles equipped with OnStar (UE1) with Back Up Battery: The Back Up Battery is a redundant power supply to allow limited OnStar® functionality in the event of a main vehicle battery power disruption to the VCIM (OnStar®module). Do not disconnect the main vehicle battery or remove the OnStar® fuse with the ignition key in any position other than OFF. Retained accessory power (RAP) should be allowed to time out or be disabled (simply opening the driver door should disable RAP) before disconnecting power. Disconnecting power to the OnStar® module in any way while the ignition is On or with RAP activated may cause activation of the OnStar® Back-Up Battery (BUB) system and will discharge and permanently damage the back-up battery. Once the Back-Up Battery is activated it will stay on until it has completely discharged. The BUB is not rechargeable and once activated the BUB must be replaced. CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Recover the refrigerant. See: Service and Repair/Refrigerant Recovery and Recharging 3. Drain the engine coolant. 4. Raise the vehicle. 5. Remove the evaporator hose from the evaporator. 6. Lower the vehicle. 7. Remove the inlet heater hose from the heater core. 8. Remove the outlet heater hose from the heater core. 9. Raise the vehicle. 10. Remove the drain tube elbow from the evaporator block heater case plate. Page 6621 ^ Tighten the valve to 13 Nm (115 inch lbs.). 7. Install the brake shoes. 8. Adjust the drum brakes. 9. Install the brake drum. 10. Bleed the brake hydraulic system. 11. Adjust the parking brake. 12. Install the tire and wheel assembly. 13. Lower the vehicle. Page 1682 1. Install fuses and relays to the fuse block if required. NOTE: Refer to Fastener Notice in Service Precautions. 2. For passenger side only: 2.1. Place the fuse block through the IP carrier. 2.2. Through the opening in the IP storage compartment connect the inboard junction block electrical connectors to the IP fuse block. 2.3. Engage the inboard junction block electrical connectors to the IP fuse block until the connector tabs are fully seated. Tighten Tighten the inboard junction block electrical connector bolts to 3 N.m (27 lb in). 2.4. Install the IP storage compartment to the IP carrier. 3. On the drivers side only: 3.1. Connect the inboard junction block electrical connectors to the IP fuse block. 3.2. Engage the inboard junction block electrical connectors to the IP fuse block until the connector tabs are fully seated. Tighten Tighten the inboard junction block electrical connector bolts to 3 N.m (27 lb in). 3.3. Engage the IP fuse block to the cross vehicle beam. 3.4. Engage the wire harness to the cross vehicle beam and install the left halve of the sound insulator to the IP carrier. Locations Locations View Page 4067 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4085 Engine Coolant Temperature (ECT) Sensor Engine Controls - SES Lamp ON/TCC Inoperative PROM - Programmable Read Only Memory: All Technical Service Bulletins Engine Controls - SES Lamp ON/TCC Inoperative File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-021 Date: May, 2002 TECHNICAL Subject: SES Lamp Illuminated, DTC P0741 - TCC Stuck Off (Reprogram the PCM) Models: 2002 Chevrolet Malibu with 3.1L Engine (VIN J - RPO LG8) and 4T40-E Transaxle Built between SOP and VIN Breakpoint 2M665370 Condition Some customers may comment that the Service Engine Soon lamp is illuminated. The torque converter clutch is no longer operational. The engine speed seems to be higher than normal when driving at highway speeds. Diagnostic Tip The technicians may find DTC P0741 stored, (TCC stuck off). Correction Reprogram the PCM with the new service calibration available from Techline in March, 2002 on the TIS 2000 version 22.003 or newer. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 9349 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 1819 Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for additional information on possible wheel porosity issues. 3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a rough or uneven surface that is difficult for the tire to maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion 4. If corrosion is found on the wheel bead seat, measure the affected area as shown below. - For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. - For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. 5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the corrosion and any flaking paint. You should remove the corrosion back far enough until you reach material that is stable and firmly bonded to the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired surface. Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend to the visible surfaces on the FACE of the wheel, that wheel must be replaced. Important Remove ONLY the material required to eliminate the corrosion from the bead seating surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as smooth and level as possible. Page 10778 3. Prepare the surface of the used defroster tab (not required for new tabs on new-style full-size utility models) and the defroster buss bar with fine grain (500 grit) sandpaper or Emery cloth. It is not necessary to remove all of the original solder, but it should be scuffed sufficiently so that no oxidation is present. The photo above shows a close up of a properly prepared surface. Tip You may want to mask the glass around the contact area with tape. This is easy to do and will allow you to safely prepare the contact surface without the risk of scratching the glass or the black painted shading. Important Most rear glass has a black painted masking around the edge of the glass. When cleaning up the connection surface, be very careful not to damage the surface of the black shading or the surface of the glass. 4. Wipe the newly prepared contact area with Kent Automotive* Acrysol(TM) (or equivalent) to remove any residual oil or dirt. Important Page 3077 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 444 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 195 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 3395 Steps 7-13 Page 6803 Electrical Symbols Part 2 Page 9030 3. Install the grille (3) to the front bumper fascia (2). 4. Install the push-in retainers (1) along the upper edge of the grille. 5. Close the hood. Page 188 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3917 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 7757 Compressor Clutch Bearing: Service and Repair Clutch Rotor and/or Bearing Replacement (V-5 Direct Mount) REMOVAL PROCEDURE TOOLS REQUIRED ^ J 41790 Compressor Holding Fixture ^ J 41552 Compressor Pulley Puller ^ J 33023-A Puller Pilot ^ J 33013-B Hub and Drive Plate Remover/Installer ^ J 33017 Pulley and Bearing Installer 1. Remove the A/C compressor. 2. Install the compressor onto the J 41790. 3. Remove the clutch plate and hub assembly (2). 4. Remove the clutch rotor and bearing assembly retaining ring (3), using external snap ring pliers (1). Page 2531 Electrical Symbols Part 4 Page 10100 Locations View Page 2994 Intake Air Temperature (IAT) Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 282 Electrical Symbols Part 3 Page 1131 Camshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 3856 Electrical Symbols Part 1 Page 10312 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3279 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 322 Inflatable Restraint Sensing And Diagnostic Module: Service Precautions CAUTION: ^ Be careful when you handle a Sensing And Diagnostic Module (SDM). Do not strike or jolt the SDM. Before applying power to the SDM: ^ Remove any dirt, grease, etc. from the mounting surface ^ Position the SDM horizontally on the mounting surface ^ Point the arrow on the SDM toward the front of the vehicle ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. ^ If any water enters the vehicle's interior up to the level of the carpet or higher and soaks the carpet, the Sensing And Diagnostic Module (SDM) and the SDM harness connector may need to be replaced. The SDM could be activated when powered, which could cause deployment of the air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must be disabled. Refer to Disabling the SIR System. With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant soaking or evidence of significant soaking is detected, you must perform the following tasks: 1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4. Replace the SDM. Failure to follow these tasks could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. ^ Proper operation of the Supplemental Inflatable Restraint (SIR) sensing system requires that any repairs to the vehicle structure return the vehicle structure to the original production configuration. Not properly repairing the vehicle structure could cause non-deployment of the air bag(s) in a frontal collision or deployment of the air bag(s) for conditions less severe than intended. Page 6403 2. Ensure that all the mating surfaces of the rotor and the hub are clean using the J 42450-A, Wheel Hub Cleaning Kit, to clean around the wheel studs. Use the J 41013, Wheel Hub Resurfacing Kit, to clean the mating surface of the rotor and bearing hub. Mount the new or refinished rotor onto the vehicle hub and secure using Conical Retaining Washers, J 45101-100 and the existing wheel nuts. Do not install the calipers and the wheels at this time. Tighten Tighten the wheel nuts in a star pattern to 140 N.m (100 lb ft) using J 39544, Torque Socket or equivalent. 3. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor outboard friction surface approximately 12.7 mm (0.5 in) from the rotor's outer edge. 4. Rotate the rotor and measure the total lateral run-out. 5. Based on the measurement taken in the previous step, proceed as indicated below: ^ Lateral run-out LESS than or equal to .040 mm (.0015 in), remove wheel nuts and conical washers and then proceed to Step 11. ^ Lateral run-out GREATER than .040 mm (.0015 in), proceed to the next step. 6. Following procedure below, determine the correct "Brake Align(R)" Correction Plate" that will be required to bring lateral run-out within the specification: 6.1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is indicated and set the dial indicator to zero. Page 878 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 6923 Underhood Fuse Block (Part 2) Page 7257 13. If female rack (1) and male inner tie rod (3), remove the old LOCTITE from the threads (2) of the inner tie rod and the rack. If male rack (5) and female inner tie rod (4) LOCTITE will not be present. Assembly Procedure 1. Slide the shock dampener (4) forward onto the rack (3). Important: Threads must be clean prior to LOCTITE application. Check LOCTITE, or equivalent, container for expiration date. Use only enough LOCTITE to evenly coat threads. If male rack (3) and female inner tie rod (2) do not apply LOCTITE. 2. If female rack (3) and male inner tie rod (2), apply LOCTITE 262, or equivalent, to the inner tie rod threads. 3. Attach the inner tie rod onto the rack (3). Notice: Refer to Pipe Wrench Positioning Notice in Service Precautions. 4. Place a pipe wrench on the rack (3) next to the inner tie rod housing (2). Notice: Refer to Fastener Notice in Service Precautions. 5. Place a torque wrench and J 34028 on the flats of the inner tie rod housing (2). ^ Tighten the inner tie rod to 100 Nm (74 ft. lbs.). Page 4113 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3105 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 1090 Conversion - English/Metric Service and Repair Brake Pedal Assy: Service and Repair Brake Pedal Assembly Replacement Removal Procedure 1. Remove the left instrument panel insulator. 2. Disconnect the accelerator cable from the accelerator pedal. 3. Disconnect the brake pedal pushrod (1) from the brake pedal (2). 4. Remove the brake switch (1) from the brake pedal. 5. Disconnect the electrical harness from the brake pedal. 6. Remove the upper (1) and the lower (2) mounting nuts from the brake pedal assembly. 7. Remove the brake pedal assembly. Page 3228 Locations View Page 6782 1. Install the generator. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install generator bolts. Tighten ^ Tighten the generator bolts to 50 N.m (37 lb ft). ^ Tighten the generator nuts to 30 N.m (22 lb ft). 3. Install the generator electrical connections. 4. Install the power steering line clip. 5. Install the drive belt. 6. Connect the negative battery cable. Page 2552 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 4897 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 489 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 3736 PCM Connector C2 Part 1 Page 2435 Spark Plug: Specifications Spark Plug Torque 11 lb ft 15 Nm Page 10220 Involved are certain 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass built within the VIN breakpoints shown. Page 2939 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Navigation System - Software/DVD Update Program Navigation System: All Technical Service Bulletins Navigation System - Software/DVD Update Program INFORMATION Bulletin No.: 06-08-44-012E Date: April 20, 2010 Subject: DVD Navigation Update Program, Navigation Disc Diagnostic Aid, AVN Software Update Discs and Ordering Information Models: 2002-2010 GM Passenger Cars and Trucks (including Saturn) 2004-2010 HUMMER H2, H3 2005-2009 Saab 9-7X Attention: Please direct this information to your Sales Consultants, Service Consultants, Parts Personnel and Used Car Department. This bulletin ONLY applies to North American dealers/retailers. Supercede: This bulletin is being revised to include the 2010 model year and update the usage table. Please discard Corporate Bulletin Number 06-08-44-012D (Section 08 - Body and Accessories). DVD Navigation Update Program The data on the DVD map disc ages at a rate of 15-20% per year. As the data ages, the functionality of the navigation system declines. Offering GM customers new navigation DVDs will ensure that the customers have the latest information for their system. General Motors offered a Navigation Disc Update Program for 2006 and 2007 model year vehicles. This program concluded on December 31, 2009. The DVD Navigation Update Program policy has changed and customers are no longer eligible for free annual updates, however, a navigation DVD update disc can be purchased for $199 (USD) + shipping. If the navigation disc is needed for a warranty situation, the disc can be purchased for $120 (USD). The dealer must provide a VIN and RO# to qualify for the reduced price. The dealer must call the GM Navigation Disc Center, as this option is not available on the website. The GM Navigation Disc Center launched on March 15, 2006. There are two ways to obtain an updated disc: - Via the web through gmnavdisc.com - GM Navigation Disc Center Navigation Disc Diagnostic Aid The following table can be used to identify acceptable discs for testing the navigation unit's map drive functionality. This should only be used to verify the map drive's ability to read the map disc properly and to determine if there is an issue with the unit's map drive or the disc. Some functions, such as voice recognition, may not work properly with some of the discs in the list. If the disc is found to be defective always contact the GM Navigation Disc Center to obtain the most recent disc for the vehicle. AVN Software Update Discs Technical Service Bulletins are sometimes generated to address specific navigation radio operational or performance issues. When a navigation radio bulletin is issued, it may contain instructions to utilize an advanced vehicle navigation (AVN) software update with a specific part number. GM dealers must order advanced vehicle navigation (AVN) software update discs as directed in the specific bulletin. AVN software update discs are for the dealer to update the navigation radio software only. They do NOT update or replace the navigation map disc that is supplied with the vehicle. Please order these parts only as needed. There is a limited supply of these discs available. Do not order these discs for stock. AVN software update discs can be used to reprogram more than one vehicle. The first update disc for each P/N is free. Subsequent copies of the same P/N for the same dealer will cost $50 (USD). To obtain an AVN software update disc, follow the specific ordering information provided in the bulletin. Page 3321 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 8133 Remote Control Door Lock Receiver Page 4103 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 1442 Drive Belt: Testing and Inspection Drive Belt Rumbling Drive Belt Rumbling Diagnosis Diagnostic Aids Vibration from the engine operating may cause a body component or another part of the vehicle to make rumbling noise. The drive belt(s) may have a condition that can not be seen or felt. Sometimes replacing the drive belt may be the only repair for the symptom. If replacing the drive belt(s), completing the diagnostic table, and the noise is only heard when the drive belt(s) is installed, there might be an accessory drive component with a failure. Varying the load on the different accessory drive components may aid in identifying which component is causing the rumbling noise. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. This test is to verify that the symptom is present during diagnosing. Other vehicle components may cause a similar symptom. 3. This test is to verify that the drive belt(s) is causing the rumbling noise. Rumbling noise may be confused with an internal engine noise due to the similarity in the description. Remove only one drive belt at a time if the vehicle has multiple drive belts. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. Inspecting the drive belt(s) is to ensure that it is not causing the noise. Small cracks across the ribs of the drive belt will not cause the noise. Belt separation is identified by the plys of the belt separating and may be seen at the edge of the belt our felt as a lump in the belt. 5. Small amounts of pilling is normal condition and acceptable. When the pilling is severe the drive belt does not have a smooth surface for proper operation. Page 486 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 7054 C301 C306 Page 10629 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 893 Knock Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Disconnect the wiring harness connector from the knock sensor. 4. Remove the knock sensor from the engine block. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory and applying additional sealant affects the sensor's ability to detect detonation. 1. Install the knock sensor into engine block. Tighten Tighten the knock sensor to 19 N.m (14 lb ft). 2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Page 4352 Disclaimer Page 2985 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table as shown. DISCLAIMER Page 3585 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 2810 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 4294 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Locations Underhood Fuse Block (Part 1) Page 3219 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 4370 Locations View Page 6680 3. Install the booster retaining nuts (2). ^ Tighten the booster to brake pedal retaining nuts to 27 Nm (20 ft. lbs.). 4. Install the left Closeout / Insulator Panel. 5. Connect the vacuum hose and the vacuum brake booster check valve (1) to the booster as an assembly. 6. Install the master cylinder (2) to the booster (1). 7. Install the master cylinder. 8. Install the underhood electrical center bracket. 9. Position back and connect the underhood electrical center. 10. Install the cleaner assembly. Page 10325 Conversion - English/Metric Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 10313 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 5171 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 1213 Knock Sensor (KS) Page 6529 Brake Bleeding: Service and Repair Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Manual) Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to prevent brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, you must perform the following steps: 3.1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 3.If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 3.2. With the rear brake pipe installed securely to the master cylinder, loosen and separate the front brake pipe from the front port of the brake master cylinder. 3.3. Allow a small amount of brake fluid to gravity bleed from the open port of the master cylinder. 3.4. Reconnect the brake pipe to the master cylinder port and tighten securely. 3.5. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 3.6. Loosen the same brake pipe to purge air from the open port of the master cylinder. 3.7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 3.8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the master cylinder. 3.9. With the front brake pipe installed securely to the master cylinder - after all air has been purged from the front port of the master cylinder loosen and separate the rear brake pipe from the master cylinder, then repeat steps 3.3-3.8. 3.10. After completing the final master cylinder port bleeding procedure, ensure that both of the brake pipe-to-master cylinder fittings are properly tightened. 4. Fill the brake master cylinder reservoir with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Ensure that the brake master cylinder reservoir remains at least half-full during this bleeding procedure. Add fluid as needed to maintain the proper level. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 6. Install a transparent hose over the end of the bleeder valve. 7. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 8. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 9. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. 10. Tighten the bleeder valve, then have the assistant slowly release the brake pedal. 11. Wait 15 seconds, then repeat steps 8-10 until all air is purged from the same wheel hydraulic circuit. 12. With the right rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the right rear hydraulic circuitinstall a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 13. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 14. With the left front wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left front hydraulic circuit install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 15. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 16. With the left rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left rear hydraulic circuit- install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 17. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 18. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 19. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 20. Slowly depress and release the brake pedal. Observe the feel of the brake pedal. 21. If the brake pedal feels spongy, repeat the bleeding procedure again. If the brake pedal still feels spongy after repeating the bleeding procedure, perform the following steps: 21.1. Inspect the brake system for external leaks. 21.2. Pressure bleed the hydraulic brake system in order to purge any air that may still be trapped in the system. 22. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. 23. If the brake system warning lamp remains illuminated. Refer to Symptoms - Hydraulic Brakes. Page 2038 Drive Belt: Testing and Inspection Drive Belt Falls Off Drive Belt Falls Off Diagnosis Diagnostic Aids If the drive belt(s) repeatedly falls Off the drive belt pulleys, this is because of pulley misalignment. An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall Off the pulleys. Verify the accessory drive components operate properly. If the drive belt(s) is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. This inspection is to verify the condition of the drive belt. Damage may of occurred to the drive belt when the drive belt fell OFF. The drive belt may of been damaged, which caused the drive belt to fall OFF. Inspect the belt for cuts, tears, sections of ribs missing, or damaged belt plys. 4. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misalign pulley using a straight edge in the pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation procedure of that pulley. 5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 6. Accessory drive component brackets that are bent or cracked will let the drive belt fall OFF. 7. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. Missing, loose, or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket. A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 9908 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Drive Axles - Improved Axle Nut Availability Axle Nut: Technical Service Bulletins Drive Axles - Improved Axle Nut Availability File In Section: 04 - Driveline Axle Bulletin No.: 03-04-18-001 Date: February, 2003 INFORMATION Subject: Availability of New Front Drive Axle Nut Models: 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is to inform dealers that a new and improved front drive axle nut has been released for service of the above listed vehicles. Use the new nut, P/N 10289657, whenever the front drive axle nut is removed. This new nut is a torque prevailing nut and is silver in color. The old nut is black in color and has a sheet metal cage around the nut (shown below). Using the new nut will provide a more consistent clamp load on the wheel bearing and should help prolong the bearing life. Notice: Use the correct tightening specifications when installing fasteners in order to avoid damage to parts and systems. Torque Tighten the new nut to 235 N.m (173 lb ft). The old nut torque was 385 N.m (284 lb ft). Important: Some front wheel hub kits may have the old style nut included in the kit. Discard the old nut and use the new nut, P/N 10289657. New Style Nut The nut shown is a torque prevailing nut and is silver colored. Old Style Nut Page 2302 2. Remove the transmission from the vehicle. Refer to the appropriate SI document. Important: ^ Inspect all the transmission components for damage or wear. Replace all damaged or worn components. The parts shown above should be sufficient to correct this concern. ^ This condition does not normally require replacement of the transmission completely. Components such as clutches, valve body, pump and torque converters will NOT require replacement to correct this condition. Disassemble the transmission and replace the appropriate parts listed below. Refer to the Unit Repair Manual - Repair Instructions. 3. Reinstall the transmission in the vehicle. Refer to appropriate service information. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Page 4628 Equivalents - Decimal And Metric Part 1 LH IP Fuse Block LH IP Fuse Block Page 6763 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 4561 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 10524 the bottom of the outlet rearward to release the top. 3. Remove the two 7 mm hex head screws attaching the IP cluster trim panel to the IP. 4. Remove the trim plate from the IP by pulling up and out to release the lower retainers. 5. Disconnect the trip reset switch electrical connector. 6. Remove the four 7 mm hex head screws attaching the instrument cluster to the IP. 7. Remove the instrument cluster from the opening and reposition as necessary. It is not necessary to disconnect the electrical connector. 8. Through the instrument cluster opening in the IP, remove one of the three 7 mm hex head screws that attach the hazard warning switch to the IP. 9. Through the center air outlet opening in the IP, remove the remaining two 7 mm hex head screws that attach the hazard warning switch to the IP. 10. Remove the hazard warning switch through the center air outlet opening. Page 10979 7. Reinstall the window reveal molding. 1. Start from the loose area and hand-press the reveal molding into place over the edge of the window. 2. Run warm water over the reveal molding in order to speed the setup time of the urethane adhesive. 3. Tape should be applied in order to retain the reveal molding to the window. This will maintain a flush fit with the body. 4. The tape is to be removed after 6 hours. Page 1006 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 10119 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 5006 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 4869 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 5505 3. Clean the area around and below the cover. 4. Inspect the transmission fluid level. Refer to Transmission Fluid Checking Procedure in the appropriate Service Manual. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 5641 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 10751 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 10857 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 6635 Parking Brake Cable: Service and Repair Park Brake Cable Equalizer Replacement Park Brake Cable Equalizer Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Loosen the park brake cable at the adjuster. 3. Disconnect the left and right park brake cables from the equalizer (2). 4. Disconnect the intermediate park brake cable from the equalizer (2). 5. Remove the equalizer (2). Installation Procedure 1. Connect the left and right park brake cables to the equalizer (2). 2. Connect the intermediate park brake cable to the equalizer (2). 3. Adjust the park brake cable at the adjuster. 4. Lower the vehicle. Fascia Replacement - Rear Bumper Rear Bumper Cover / Fascia: Service and Repair Fascia Replacement - Rear Bumper Fascia Replacement - Rear Bumper Removal Procedure 1. Remove the tail lamps. 2. Remove the rear bumper fascia nuts (1) from the inside rear compartment. 3. Remove the rear bumper fascia push-in retainers (2) from the upper edge of the fascia (3). 4. Raise and support the vehicle. Refer to Vehicle Lifting. 5. Remove the rear bumper fascia to quarter panel bolts (1) in the rear wheel housing. 6. Remove the push-in retainers (2) from the lower edge of the rear bumper fascia (3). Page 7853 High Pressure Safety Valve HVAC: Service and Repair Compressor Pressure Relief Valve Replacement REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery. 2. Raise the vehicle. 3. Remove the right side wheelhouse splash shield. 4. Remove the compressor pressure relief valve (1) from the compressor head. INSTALLATION PROCEDURE 1. Using a lint-free clean, dry cloth, carefully clean the pressure relief valve seat area of the rear compressor head. 2. Coat the new O-ring with mineral base 525 viscosity refrigerant oil. IMPORTANT: DO NOT allow any of the mineral base 525 viscosity refrigerant oil on the new O-ring seal to enter the refrigerant system. 3. Install the new O-ring. NOTE: Refer to Fastener Notice in Service Precautions. 4. Install the compressor relief valve (1) into the compressor head. Tighten Tighten the valve to 9 N.m (80 lb in). 5. Install the right side wheelhouse splash shield. Page 682 15. Install the ignition switch bezel to the IP and press into place until fully seated. 16. Verify hazard warning switch operation. Page 3883 Various symbols are used in order to describe different service operations. Body - Water Leaks to Interior/Trunk Cabin Ventilation Grille: Customer Interest Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Heated Oxygen Sensor (HO2S) 1 Replacement Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) 1 Replacement TOOLS REQUIRED J 39194-B Oxygen Sensor Socket REMOVAL PROCEDURE (HO2S1) The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Disconnect the electrical connector. 2. Use the J 39194-B in order to carefully back out the heated oxygen sensor. INSTALLATION PROCEDURE (HO2S1) IMPORTANT: A special anti seize compound is used on the heated oxygen sensor threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and if for any reason is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound P/N 5613695, or equivalent if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the heated oxygen sensor. Tighten Tighten the pre-catalytic converter HO2S 1 to 42 N.m (31 lb ft). 3. Connect the electrical connector. Page 4801 Idle Speed/Throttle Actuator - Electronic: Service and Repair IDLE AIR CONTROL (IAC) VALVE REPLACEMENT REMOVAL PROCEDURE 1. Remove the throttle control cable bracket from the throttle body. 2. Remove the canister purge valve. 3. Disconnect the IAC electrical connector. 4. Remove the idle air control valve (2) attaching screws. Restraints - Passenger Presence System Information Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System Information INFORMATION Bulletin No.: 06-08-50-009F Date: December 23, 2010 Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing System Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories). Concerns About Safety and Alterations to the Front Passenger Seat Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. The front passenger seat in many GM vehicles is equipped with a passenger sensing system that will turn off the right front passenger's frontal airbag under certain conditions, such as when an infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the right front passenger's seat mounted side impact airbag. For the system to function properly, sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers, upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or between the occupant and the seat fabric. Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE NECESSARY BY SUCH USE. Many types of aftermarket accessories are available to customers, upfitting shops, and dealers. Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat heaters are installed under the seat fabric. Additionally, seat covers made of leather or other materials may have different padding thickness installed that could prevent the Passenger Sensing System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to the seat cushion, as this may interfere with the operation of the Passenger Sensing System and either prevent proper deployment of the passenger airbag or prevent proper suppression of the passenger air bag. Disclaimer Page 5015 Locations View 1. Lubricate the O-ring with clean engine oil. Replace the O-ring if the O-ring is damaged. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the camshaft position sensor. Tighten Tighten the retaining bolt to 8 N.m (71 lb in). 3. Connect the sensor electrical connector. 4. Install the power steering pump. Page 1809 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Page 10083 7. Release the tabs to remove the circuit board from the tail lamp. 8. Pull the bulbs from the sockets. INSTALLATION PROCEDURE 1. Press the tail lamp bulbs into the sockets until fully seated. 2. Install the circuit board to the tail lamp retainers. Press until the tabs are fully seated. Page 1446 Diagnostic Aids Vibration from the engine operating may cause a body component or another part of the vehicle to make rumbling noise. The drive belt(s) may have a condition that can not be seen or felt. Sometimes replacing the drive belt may be the only repair for the symptom. If replacing the drive belt(s), completing the diagnostic table, and the noise is only heard when the drive belt(s) is installed, there might be an accessory drive component with a failure. Varying the load on the different accessory drive components may aid in identifying which component is causing the rumbling noise. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. This test is to verify that the symptom is present during diagnosing. Other vehicle components may cause a similar symptom. 3. This test is to verify that the drive belt(s) is causing the rumbling noise. Rumbling noise may be confused with an internal engine noise due to the similarity in the description. Remove only one drive belt at a time if the vehicle has multiple drive belts. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. Inspecting the drive belt(s) is to ensure that it is not causing the noise. Small cracks across the ribs of the drive belt will not cause the noise. Belt separation is identified by the plys of the belt separating and may be seen at the edge of the belt our felt as a lump in the belt. 5. Small amounts of pilling is normal condition and acceptable. When the pilling is severe the drive belt does not have a smooth surface for proper operation. Drive Belt Squeal Drive Belt Squeal Diagnosis Page 10211 Hazard Warning Flasher: Description and Operation A single flasher internal to the Hazard switch now replaces both the old style Turn Signal Flasher & the Hazard Flasher. This new style integral flasher is not independently serviceable. Note: Lights flashing at twice the normal rate indicates a bulb is in need of replacement. Page 9273 3. Connect the drain hose to the sunroof rear drain port. 4. Press the drain hose into the retaining clip along the quarter panel. 5. Connect the drain hose to the drain hose outlet. 6. Press the drain hose outlet into the quarter panel drain hole. 7. Check the drain hose for play. 8. Secure the drain hose to the quarter panel or roof with 3M(TM) double sided tape P/N 6377 or equivalent to prevent rattles. 9. Position the rear compartment trim panels back in place. 10. Install the headliner. Page 7358 For vehicles repaired under warranty, use the table. Disclaimer Page 1667 Fuse Block: Diagrams Fuse Block Underhood Fuse Block Underhood, C1 OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Specifications Control Arm Bushing: Specifications Control Arm to Frame Bolts (Front Bushing) 45 ft. lbs. Control Ann to Frame Bolts (Rear Vertical Bushing) 74 ft. lbs. Suspension - Front Suspension Clunk/Rattle Noise Cross-Member: All Technical Service Bulletins Suspension - Front Suspension Clunk/Rattle Noise File In Section: 03 - Suspension Bulletin No.: 01-03-08-002B Date: April, 2003 INFORMATION Front Suspension Clunk Rattle Noise Diagnosis Models: 1998-2003 Chevrolet Malibu (Built After 10/97) 1998-1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is being revised to correct the tightening specification for the lower control arm front bolts. Please discard Corporate Bulletin Numbers 01-03-08-002A and 00-03-08-003 (Section 03 Suspension). Important: The following information has also been updated within SI. If you are using a paper version of the Service Manual, please make a reference to this bulletin on the affected page. A number of front suspension lower control arms have been returned to the Warranty Parts Center (WPC). Input regarding these parts indicates replacement corrected front suspension related clunk/rattle type noise concerns. Analysis of these returned components indicates that they were manufactured to design intent and should have performed satisfactorily in the vehicle. It is recommended that when a front lower control arm is suspected to be the cause of a front suspension noise concern, the technician perform the following fastener tightening procedure prior to control arm replacement. 1. Position the vehicle on a level surface at curb height (supported by the tires). 2. Loosen the four lower control arm to front suspension crossmember attaching bolts. Tighten ^ Tighten the two lower control arm to suspension crossmember front attaching bolts to 60 N.m (45 lb ft) plus 180° rotation. ^ Tighten the two lower control arm to suspension crossmember rear attaching bolts to 100 N.m (74 lb ft) plus 180° rotation. 3. Road test vehicle to determine if the noise condition has been corrected. Important: If the control arm bushings require replacement, they are available separately and may be serviced without replacing the control arm. Disclaimer Page 3628 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 4075 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Tire Mounting and Dismounting Tires: Service and Repair Tire Mounting and Dismounting Tire Mounting and Dismounting Notice: Use a tire changing machine in order to dismount tires. Do not use hand tools or tire irons alone in order to remove the tire from the wheel. Damage to the tire beads or the wheel rim could result. Notice: Do not scratch or damage the clear coating on aluminum wheels with the tire changing equipment. Scratching the clear coating could cause the aluminum wheel to corrode and the clear coating to peel from the wheel. Notice: Damage to either the tire bead or the wheel mounting holes can result from the use of improper wheel attachment or tire mounting procedures. It takes up to 70 seconds for all of the air to completely exhaust from a large tire. Failure to follow the proper procedures could cause the tire changer to put enough force on the tire to bend the wheel at the mounting surface. Such damage may result in vibration and/or shimmy, and under severe usage lead to wheel cracking. 1. Deflate the tire completely. Important: Rim-clamp European-type tire changers are recommended. 2. Use the tire changer in order to remove the tire from the wheel. 3. Use a wire brush or coarse steel wool in order to remove any rubber, light rust or corrosion from the wheel bead seats. Notice: When mounting the tires, use an approved tire mounting lubricant. DO NOT use silicon or corrosive base compounds to lubricate the tire bead and the wheel rim. A silicon base compound can cause the tire to slip on the rim. A corrosive type compound can cause tire or rim deterioration. 4. Apply GM P/N 12345884 (Canadian P/N 5728223) or equivalent to the tire bead and the wheel rim. 5. Use the tire changer in order to install the tire to the wheel. Caution: To avoid serious personal injury, do not stand over tire when inflating. The bead may break when the bead snaps over the safety hump. Do not exceed 275 kPa (40 psi) pressure when inflating any tire if beads are not seated. If 275 kPa (40 psi) pressure will not seat the beads, deflate, relubricate the beads and reinflate. Overinflation may cause the bead to break and cause serious personal injury. 6. Inflate the tire to the proper air pressure. 7. Ensure that the locating rings are visible on both sides of the tire in order to verify that the tire bead is fully seated on the wheel. Page 1609 Engine Oil: Service and Repair Engine Oil and Oil Filter Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Position the oil drain pan under the engine oil drain plug. 3. Remove the engine oil drain plug. 4. Clean and inspect the engine oil drain plug. Repair or replace the plug if needed. 5. Clean and inspect the engine oil drain plug sealing surface on the oil pan. Repair or replace the oil pan if needed. 6. Remove the oil filter. 7. Clean and inspect the oil filter sealing area on the engine block. Repair or replace the oil filter sealing area if needed. Installation Procedure Description and Operation Fuel Rail: Description and Operation FUEL RAIL ASSEMBLY Fuel Rail Assembly The fuel rail assembly attaches to the engine intake manifold. The fuel rail assembly performs the following functions: ^ Positions the injectors in the intake manifold ^ Distributes fuel evenly to the injectors ^ Integrates the fuel pressure regulator with the fuel metering system OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: Customer Interest OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Page 4405 5. Remove the TP sensor and O-ring. INSTALLATION PROCEDURE 1. Install the TP sensor O-ring on the TP sensor. 2. Install the TP sensor on the throttle body assembly. NOTE: Refer to Fastener Notice in Service Precautions. Page 4860 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 645 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 3997 PCM Connector C2 Part 3 Page 5000 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 9999 Electrical Symbols Part 4 Page 3889 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) 2 Replacement TOOLS REQUIRED J 39194-B Oxygen Sensor Socket REMOVAL PROCEDURE (HO2S2) The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Disconnect the sensor electrical connector. IMPORTANT: A special anti-seize compound is used on the heated oxygen sensor threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and if for any reason is to be reinstalled, the threads must have anti seize compound applied before reinstallation. 4. Carefully back out the heated oxygen sensor, using a J 39194-B. INSTALLATION PROCEDURE (HO2S2) 1. Coat the threads of heated oxygen sensor/catalyst monitor with anti-seize compound P/N 5613695, or equivalent if necessary. NOTE: Refer to Fastener Notice in Service Precautions. Page 8814 Front Door Panel: Service and Repair Reflector Replacement - Front Door Warning Reflector Replacement - Front Door Warning Removal Procedure Remove the warning reflector (1) from the front door trim panel by disengaging the tabs with a small flat bladed tool. Installation Procedure 1. Align the tabs on the warning reflector (1) with the slots in the door trim panel. 2. Apply pressure to the warning reflector in order to engage the tabs to the door trim panel. Page 1216 Knock Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Disconnect the wiring harness connector from the knock sensor. 4. Remove the knock sensor from the engine block. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory and applying additional sealant affects the sensor's ability to detect detonation. 1. Install the knock sensor into engine block. Tighten Tighten the knock sensor to 19 N.m (14 lb ft). 2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. Page 10612 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 9753 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 5910 Transmission Cooler: Technical Service Bulletins A/T - Oil Cooler Flushing Frequently Asked Questions File In Section: 07 - Transmission/Transaxle Bulletin No.: 03-07-30-027 Date: June, 2003 INFORMATION Subject: Most Frequently Asked Questions and Answers for J 45096 TransFlow Transmission Oil Cooling System Flushing Machine Models: 2004 and Prior Passenger Cars and Light Duty Trucks with Automatic Transmission/Transaxle 2004 and Prior HUMMER H2 This bulletin is issued to help answer the most frequently asked questions and concerns about essential tool J 45096. Q: Why doesn't the machine work below 18°C (65°F)? A: The flow characteristics of ATF at temperatures below 18°C (65°F) does not provide accurate flow test results with the electronics used in the J 45096. Q: Why didn't the unit come with a tank heater? A: The vast majority of dealerships do not require a heater to keep the ATF above 18°C (65°F). As a result, the heater was deleted as a cost-savings measure. A tank heater, J 45096-10, is currently available from Kent-Moore if your dealership requires it. Refer to Corporate Bulletin Number 03-07-30-002A for suggestions on warming the ATF without using a heater blanket. Q: Why does the machine fail new oil coolers? A: Several reasons have been found. The most likely reason is the air pressure at the air hose connected to the J 45096 is less than 586 kPa (85 psi). Other reasons include a twisted hose inside the J 45096 at the bulkhead as a result of the nut turning when the waste or supply hose was installed, the internal pressure regulator was improperly set at the factory or a problem with the cooler lines on the vehicle. Perform the J 45096 self-test as described on pages 9 and 10 of the Operation Manual. If a problem is still detected, refer to Troubleshooting on page 19 of the Operation Manual. If a problem still persists, contact Kent-Moore Customer Service at 1-800-345-2233. Q: What is the difference between steel and aluminum oil coolers? A: The aluminum oil cooler tube is slightly thinner in construction than the steel oil cooler tube, which affects the oil flow rate. The fitting that is protruding out of the radiator tank easily identifies the aluminum oil cooler. Refer to the Quick Reference card provided with the J 45096 in order to identify the proper flow rate for the aluminum oil cooler. Q: Why can't I use TransFlow for Allison transmission cooling Systems? A: Validation of TransFlow is currently under development for light duty trucks equipped with the Allison automatic transmission. TransFlow is based on the existing MINIMUM flow rate specification through the transmission oil cooling system. The Allison transmission oil cooling system only has MAXIMUM oil flow rates specified and J 45096 does not have the capability to test the transmission oil cooling system at the maximum oil flow rate specification. Q: Why doesn't GM publish a specification for auxiliary transmission oil coolers? A: The auxiliary oil cooler used with GM vehicles does not contain an internal turbulator plate like the radiator tank oil cooler does. Therefore, there is no internal restriction that would affect the flow rate through the oil cooling system so a specification for auxiliary oil cooler is not required. Keep in mind, kinks and damage to the auxiliary cooler and lines can affect the flow rate through the system. Q: Why did GM drop the labor time for transmission repairs? A: The labor for flushing and flow testing the transmission oil cooling system is included with the R&R; labor of the "K" labor operations that require transmission removal. The time required to use the J 45096 to perform the flush and flow test is much less than that of the J 35944-A. The warranty labor savings allowed GM to provide the J 45096 at no cost to dealerships. Page 3488 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 8430 Amplifier: Service and Repair REMOVAL PROCEDURE 1. Pull back the rear compartment trim on the left side. 2. Loosen the nuts (3) on the amplifier bracket. 3. Remove the amplifier (2) from the left wheelhouse lifting up and pulling back. 4. Disconnect the electrical connector (1) from the amplifier (2). 5. Remove the amplifier (2) from the rear compartment. INSTALLATION PROCEDURE 1. Connect the electrical connector (1) to the amplifier (2). 2. Install the amplifier (2) to the left wheelhouse slots, sliding in and down. NOTE: Refer to Fastener Notice in Service Precautions. 3. Tighten the nuts (3) to the amplifier bracket. Tighten Tighten the nuts on the amplifier bracket to 10 N.m (89 lb in). 4. Install the rear compartment trim on the left side. A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 2346 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 6117 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Specifications Crankshaft Main Bearing: Specifications Main Journal Diameter ......................................................................................................................................... 67.239 67.257 mm (2.6473 - 2.6483 in) Main Journal Taper .......................................................................... ................................................................................................... 0.005 mm (0.0002 in) Out Of Round .............................................................................................................................................................. ........................ 0.005 mm (0.0002 in) Flange Runout-Max ................................................................. ........................................................................................................... 0.04 mm (0.0016 in) Cylinder Block Main Bearing Bore Diameter ...................................................................................................... 7,2.155 - 72.168 mm (2.8407 2.8412 in) Crankshaft Main Bearing Inside Diameter ............................................................................................................ 67.289 - 67.316 mm (2.6492 2.6502 in) Main Bearing Clearance - except number 3 .............................................................................................................. 0.019 - 0.064 mm (0.0008 0.0025 in) Main Thrust Bearing Clearance - number 3 .............................................................................................................. 0.032 - 0.077 mm (0.0012 0.0030 in) Crankshaft End Play .............................................................................................................................................. 0.060 0.210 mm (0.0024 - 0.0083 inch) Crankshaft Flange Runout-Max ............................................................................................................................................................. 0.04 mm (0.0016 in) Crankshaft Main Bearing Cap Bolt/Stud First Pass ............................................................................................................................................. .................................................. 50 Nm (37 ft. lbs.) Final Pass ........................................................... ............................................................................................................................................ (77 degrees) Page 1769 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Page 5186 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Page 6276 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 8316 Disclaimer Page 4799 Steps 9-11 Page 9447 1. Install the power mirror switch to the accessory switch plate. Press the switch into the switch plate until retaining tabs are fully seated. 2. Connect the electrical connector (1) to the power mirror switch. 3. Install the power accessory switch plate to the door trim panel. Press until the switch plate retainers (1) are fully seated. Page 3700 Engine Control Module: Technical Service Bulletins PCM - Intermittent Communication or DTC Codes Stored File In Section: 08 - Body and Accessories Bulletin No.: 02-08-116-001 Date: January, 2002 INFORMATION Subject: Intermittent Communication or Serial Data DTC Codes Stored in History Models: 1997-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1997-1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1) Ignition Switch Usage It is possible to set a Serial Data DTC Code with improper usage of the ignition switch. On the above vehicles, if the ignition key is held between the ACCESSORY and ON position for over 5 seconds, and then rotated to ON and START sequentially, it is possible to set various DTC codes. The customer may see an illuminated Service Engine Soon, ABS and/or ETS OFF (Electronic Traction System) telltale. The next time the ignition switch is cycled, any set DTC codes will be stored in history and any telltales will be turned off. Important: If the above condition is encountered and the ETS OFF and ABS lights are illuminated, the ABS and ETS systems will be deactivated for that key cycle. Normal functioning of these systems will resume with the next key cycle. Why Does This Happen? If the ignition switch is held between the ACCESSORY and ON detent positions, it is possible to find a spot where the Ignition 1 input will be lost. If this condition remains for over 5 seconds, the PCM will interpret the loss of that signal as a communication fault and set an appropriate DTC code. How to Resolve This Issue ^ Instruct the customer on the proper operation of the ignition switch. ^ Instruct the customer not to "fiddle" with the switch. Actions such as slowly turning the key in order to see what instrument panel displays light in what order should be discouraged. ^ Do not attempt to hold the switch between detent positions. ^ Assure the customer that no fault exists in the vehicle and that under normal operating conditions, this concern should not reappear. ^ There are no possible software changes that will prevent the above condition. ^ Do not attempt to replace the ignition switch to remedy this condition. ^ You may clear the history codes to eliminate any later diagnostic confusion. Refer to the Tech 2 Diagnostic Scan Tool Operating Manual for specific instructions on clearing history codes. Important: Do not attempt any repairs on the vehicle to remedy this condition. DISCLAIMER Page 9801 Electrical Symbols Part 4 Page 6488 Brake Rotor/Disc: Specifications FRONT BRAKE ROTORS Rotor Diameter .................................................................................................................................... ............................................ 278.0 mm (10.944 in) Lateral Runout ..................................................... .............................................................................................................................. 0.04 mm (0.0015 in) Thickness Variation ........................................................................................................................ ................................................... 0.025 mm (0.001 in) Rotor Thickness (New) ................................... ..................................................................................................................................... 26.2 mm (1.031 in) Minimum Thickness (After Refinish) .................................................................................................................................................. 24.9 mm (0.980 in) Discard Thickness* ....................................................................................................... ...................................................................... 24.7 mm (0.972 in) * All brake drums and rotors have a discard dimension cast into them. Replace any drum or rotor that does not meet this specification. After refinishing the drum or rotor, replace any drum or rotor that does not meet the maximum diameter or minimum thickness after refinish specification. Page 2253 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 3959 Engine Control Module: Technical Service Bulletins PCM - Intermittent Communication or DTC Codes Stored File In Section: 08 - Body and Accessories Bulletin No.: 02-08-116-001 Date: January, 2002 INFORMATION Subject: Intermittent Communication or Serial Data DTC Codes Stored in History Models: 1997-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1997-1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1) Ignition Switch Usage It is possible to set a Serial Data DTC Code with improper usage of the ignition switch. On the above vehicles, if the ignition key is held between the ACCESSORY and ON position for over 5 seconds, and then rotated to ON and START sequentially, it is possible to set various DTC codes. The customer may see an illuminated Service Engine Soon, ABS and/or ETS OFF (Electronic Traction System) telltale. The next time the ignition switch is cycled, any set DTC codes will be stored in history and any telltales will be turned off. Important: If the above condition is encountered and the ETS OFF and ABS lights are illuminated, the ABS and ETS systems will be deactivated for that key cycle. Normal functioning of these systems will resume with the next key cycle. Why Does This Happen? If the ignition switch is held between the ACCESSORY and ON detent positions, it is possible to find a spot where the Ignition 1 input will be lost. If this condition remains for over 5 seconds, the PCM will interpret the loss of that signal as a communication fault and set an appropriate DTC code. How to Resolve This Issue ^ Instruct the customer on the proper operation of the ignition switch. ^ Instruct the customer not to "fiddle" with the switch. Actions such as slowly turning the key in order to see what instrument panel displays light in what order should be discouraged. ^ Do not attempt to hold the switch between detent positions. ^ Assure the customer that no fault exists in the vehicle and that under normal operating conditions, this concern should not reappear. ^ There are no possible software changes that will prevent the above condition. ^ Do not attempt to replace the ignition switch to remedy this condition. ^ You may clear the history codes to eliminate any later diagnostic confusion. Refer to the Tech 2 Diagnostic Scan Tool Operating Manual for specific instructions on clearing history codes. Important: Do not attempt any repairs on the vehicle to remedy this condition. DISCLAIMER Page 10526 3. Insert the key and turn the ignition switch to the ON position. 4. Place the gearshift lever in the LOW position. 5. Using a small flat-blade screwdriver, carefully disengage the accessory trim plate from the instrument panel (IP). 6. Disconnect the electrical connectors from the switches installed in the accessory trim plate. 7. Remove the three 7 mm hex head screws attaching the hazard warning switch mounting bracket to the accessory trim plate and remove the switch and bracket assembly. 8. Using a small flat-blade screwdriver, carefully depress the two retaining features on the side of the switch and remove the hazard warning switch from the bracket. 9. Install the new hazard warning switch in the mounting bracket. 10. Position the hazard warning switch and bracket assembly to the accessory trim plate and install the three attaching screws. Tighten Tighten to 3 N.m (27 lb in). 11. Connect the electrical connectors to the switches in the accessory trim plate. 12. Install the accessory trim plate to the IP and press into place until fully seated. 13. Place the gearshift lever in the PARK position. 14. Turn the ignition key to the OFF position and remove the key. Page 2891 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Specifications Fuel Pressure: Specifications Fuel System Pressure Fuel System Pressure Key On Engine Off 52-59 psi Page 6290 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 3331 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 5775 When Servicing transmissions with the new seal design, use the following precautions: ^ The outer diameter of the pump assembly and case bore must be clean and free of burrs or raised surfaces. Be aware of sharp edges that could damage the seal during installation. ^ The seal should be clean and dry before installation. It does not require lubrication for installation. ^ The seal should be inspected prior to installation for obvious damage. ^ It is preferable to hand-start the seal positioning the seal evenly around the case bore before installing the torque converter housing. ^ The seal can be easily removed by prying it out, typical of a pressed-on seal. ^ The seal may be reused, however a thorough inspection must be performed. Inspect the seal for the following conditions: ^ Distortion of the metal carrier or separation from the rubber seal. ^ A cut, deformed, or damaged seal. ^ Refer to the appropriate unit repair information in SI for seal removal and installation procedures. Parts Interchangeability Information In order to properly service the different designs, it is necessary to correctly identify and select corresponding parts for each level. This table provides a summary of the part usage for the different design levels. Page 3393 Fuel Pressure: Testing and Inspection Fuel System Diagnosis SYSTEM DESCRIPTION When the ignition is turned ON, the powertrain control module (PCM) will turn ON the in-tank fuel pump. The in-tank fuel pump will remain ON as long as the engine is cranking or running and the PCM is receiving ignition reference pulses. If there are no ignition reference pulses, the PCM will turn the in-tank fuel pump OFF 2 seconds after the ignition is turned ON or 2 seconds after the engine stops running. The in-tank fuel pump is an electric pump attached to the fuel sender assembly. The fuel pump is designed to provide fuel at a pressure above the pressure needed by the fuel injectors. A fuel pressure regulator, attached to the fuel rail, keeps the fuel available to the fuel injectors at a regulated pressure. Unused fuel is returned to the fuel tank by a separate fuel return pipe. TEST DESCRIPTION Page 2140 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 5180 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 8347 A/T - Shift Flare/DTC's Set/SES Lamp ON PROM - Programmable Read Only Memory: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 9396 5. Use firm hand pressure in order to fasten the hook and the loop retainer on the rear split folding seat back cover. Notice: Refer to Fastener Notice in Service Precautions. 6. Install the pivot bolt and bushing to the split/folding rear seat back. Tighten the pivot bolt to 10 N.m (89 lb in). 7. Install the split/folding rear seat back. Seat Back Cover Replacement - Rear Seat Back Cover Replacement - Rear Removal Procedure 1. Remove the rear seat cushion. 2. Remove the stationary rear seat back. 3. Remove the (stationary) rear seat back from the vehicle. 4. Remove the hog rings from the rear seat back cover carpet. 5. Remove the seat back cover carpet from stationary rear seat back. 6. Remove the hog ring retainers from the seat back frame tabs. 7. Remove the rear seat back drawstrings from the seat back frame tabs. Important: The hook and loop strips retain the cover to the pad. First, remove the cover from the lower edge of the pad. Then roll the cover up and off the upper edge. 8. Remove the cover from the pad. Installation Procedure Page 3258 Various symbols are used in order to describe different service operations. Page 632 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 8573 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 4827 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 4698 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Diagrams Power Door Lock Switch: Diagrams Door Lock Switch - Driver Door Lock Switch - Front Passenger Page 10610 Electrical Symbols Part 4 Page 9406 1. Remove the seat back cushion cover. 2. Remove the seat back pad from the seat back frame. 3. Remove the seat back recliner bolts. 4. Remove the seat back frame from the seat back recliner. Installation Procedure 1. Install the seat back frame to the seat back recliner. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the seat back recliner bolts. Tighten the bolts to 24 N.m (18 lb ft). 3. Install the seat back pad to the seat back frame. 4. Install the seat back cushion cover. Seat Back Recliner Replacement - Front Seat Back Recliner Replacement - Front Removal Procedure 1. Remove the front bucket seat. 2. Adjust the seat back cushion cover to gain access for the upper recliner bolts. Refer to Seat Back Cover Replacement - Front. 3. Remove the seat back recliner handle. 4. Adjust the seat cushion cover to gain access for the lower recliner bolts. Refer to Seat Cushion Cover Replacement - Front. Specifications Steering Shaft: Specifications Intermediate Shaft Lower Pinch Bolt 15 ft. lbs. Intermediate Shaft Lower Pinch Bolt 16 ft. lbs. Intermediate Shaft Upper Pinch Bolt 16 ft. lbs. Page 6193 For vehicles repaired under warranty, use the table. Disclaimer Page 1547 1. Install the pressure hose (4) to the vehicle. Notice: Refer to Installing Hoses Without Twists or Bends Notice in Service Precautions. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the pressure hose (4) to the power steering gear (5). ^ Tighten the fitting to 27 Nm (20 ft. lbs.). 3. Install the pressure hose (4) to the retainer (6). 4. Lower the vehicle. 5. Install the pressure hose (4) to the power steering pump (1). ^ Tighten the fitting to 27 Nm (20 ft. lbs.). 6. Install the power steering hose retainer nut (1) to the retainer (2). ^ Tighten the retainer nut to 5 Nm (45 inch lbs.). 7. Ensure that the power steering hose has sufficient clearance from the exhaust manifold. 8. Install the drive belt to the power steering pump pulley. 9. Bleed the air from the power steering system. Page 3024 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Capacity Specifications Engine Oil: Capacity Specifications Engine Oil With Filter Change ............................................................................................................................... ............................................................. 4.2L (4.5 Qt) NOTE: ALL capacity specifications are approximate. When replacing or adding fluids, fill to the recommended level and recheck fluid level. Page 3466 Mass Air Flow (MAF) Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Diagrams Rear Compartment Lid Release Switch Page 666 3. Insert the key and turn the ignition switch to the ON position. 4. Place the gearshift lever in the LOW position. 5. Using a small flat-blade screwdriver, carefully disengage the accessory trim plate from the instrument panel (IP). 6. Disconnect the electrical connectors from the switches installed in the accessory trim plate. 7. Remove the three 7 mm hex head screws attaching the hazard warning switch mounting bracket to the accessory trim plate and remove the switch and bracket assembly. 8. Using a small flat-blade screwdriver, carefully depress the two retaining features on the side of the switch and remove the hazard warning switch from the bracket. 9. Install the new hazard warning switch in the mounting bracket. 10. Position the hazard warning switch and bracket assembly to the accessory trim plate and install the three attaching screws. Tighten Tighten to 3 N.m (27 lb in). 11. Connect the electrical connectors to the switches in the accessory trim plate. 12. Install the accessory trim plate to the IP and press into place until fully seated. 13. Place the gearshift lever in the PARK position. 14. Turn the ignition key to the OFF position and remove the key. Engine - Noise/Damage Oil Filter Application Importance Oil Filter: Technical Service Bulletins Engine - Noise/Damage Oil Filter Application Importance INFORMATION Bulletin No.: 07-06-01-016B Date: July 27, 2009 Subject: Information on Internal Engine Noise or Damage After Oil Filter Replacement Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being updated to add model years. Please discard Corporate Bulletin Number 07-06-01-016A (Section 06 - Engine/Propulsion System). Important Engine damage that is the result of an incorrect or improperly installed engine oil filter is not a warrantable claim. The best way to avoid oil filter quality concerns is to purchase ACDelco(R) oil filters directly from GMSPO. Oil filter misapplication may cause abnormal engine noise or internal damage. Always utilize the most recent parts information to ensure the correct part number filter is installed when replacing oil filters. Do not rely on physical dimensions alone. Counterfeit copies of name brand parts have been discovered in some aftermarket parts systems. Always ensure the parts you install are from a trusted source. Improper oil filter installation may result in catastrophic engine damage. Refer to the appropriate Service Information (SI) installation instructions when replacing any oil filter and pay particular attention to procedures for proper cartridge filter element alignment. If the diagnostics in SI (Engine Mechanical) lead to the oil filter as the cause of the internal engine noise or damage, dealers should submit a field product report. Refer to Corporate Bulletin Number 02-00-89-002I (Information for Dealers on How to Submit a Field Product Report). Disclaimer Engine Controls - MIL ON/Multiple DTC's Set Intake Air Temperature (IAT) Sensor: Customer Interest Engine Controls - MIL ON/Multiple DTC's Set File In Section: 06 - Engine/Propulsion System Bulletin No.: 02-06-03-005 Date: June, 2002 TECHNICAL Subject: Service Engine Soon Light With Stored Codes P0112, P0113, P1111 or P1112 (Replace IAT Sensor Connector) Models: 1997-2002 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1) Condition Some customers may comment that the service engine soon light is on. The TECH 2 will show stored diagnostic trouble codes P0112, P0113, P1111, or P1112. Cause This condition may be caused by a broken wire at the intake air temperature (IAT) sensor connector. The break may not be readily apparent as the insulation may be intact. Correction If routine diagnosis leads to a broken wire at the IAT sensor connector, replace the connector as follows: 1. Remove the tape from the engine harness convoluted tube where the IAT circuit wires join the main engine harness. 2. Locate/isolate the 2 IAT wires within the engine harness. 3. Disconnect the IAT connector from the IAT sensor. 4. Remove the tape from the IAT and MAF (mass air flow) sensor wires to allow removal of the IAT wires. Important: Before cutting the IAT circuit wires, it will be necessary to determine the proper length. You need to add 38 mm - 50 mm (1.5 in - 2.0 in) to the length of the wire going to the IAT. Also, when cutting the IAT circuit wires, it is important that the wires are cut in a manner that will not create a large mass. Stagger the cuts and install the connector kit. Original connector cavity "A" has a red wire and cavity "B" has a tan wire. Make sure cavity "A" and cavity "B" wires on the replacement pig tail connector match "A" and "B" wires on the engine harness. This will provide strain relief and prevent recurrence of this concern. 5. After staggered cuts are made on the IAT wires in the engine harness, strip a small amount of the insulation from both wires and install the kit butt connectors to the bare IAT wires by crimping both. 6. Stagger the cuts on the pig tail wires to match the IAT engine harness wires. 7. Strip a small amount of the insulation from the pig tail IAT wire ends. Install and crimp both wires into the open end of the butt connectors that were installed on the engine harness IAT wires. 8. Heat shrink both IAT butt connectors and let the wires cool off. 9. After cool down is completed, the harness can be neatly taped with electrical tape. 10. Install the IAT connector on the IAT sensor. 11. Clear the codes. Page 4861 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 10904 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 5440 Page 1084 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 9754 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 1194 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Locations Oil Level Sensor For ECM: Locations Locations View Engine Oil Level Switch (If Equipped) Page 7064 C500 Page 2901 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 9970 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Front Wheel Fastener: Service and Repair Front Wheel Stud Replacement ^ Tools Required J 43631 Ball Joint Separator Removal Procedure Important: Use a 36 mm (1.42 inch) wheel bolt for front service replacement only. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the brake caliper and bracket. Hang the caliper and the bracket from the vehicle. DO NOT allow the caliper and the bracket to hang by the brake hose. 4. Remove the brake rotor. 5. Use the J 43631 in order to extract the stud from the hub. Installation Procedure 1. Install a replacement stud in the wheel hub. 2. Add enough washers (3) in order to draw the stud into the hub (2). 3. Install the wheel nut (1) with the flat side against the washers (3). 4. Tighten the wheel nut (1) until the wheel stud is fully seated against the hub flange. 5. Back off the wheel nut (1) and remove the washers (3). 6. Install the brake rotor. 7. Install the brake caliper and bracket. 8. Install the tire and wheel assembly. 9. Lower the vehicle. Page 7067 C700 Page 1658 Underhood Fuse Block (Part 2) Page 3057 Electrical Symbols Part 3 Page 10828 Heated Glass Element: Component Tests and General Diagnostics 1. Start the engine. 2. Activate the rear window defogger system. 3. Connect a test lamp to a good ground. IMPORTANT: The test lamp brilliance will decrease proportionately to the increased resistance in the grid line as the probe is moved from the battery positive bus wire to the ground bus wire. The test lamp brilliance may vary from one window to another. Defogger Grid Lines Diagnosis 4. Move the test lamp probe from zone 5 to zone 1 along each grid line. ^ If the test lamp shows full brilliance at both ends of the grid lines. Inspect for an open or poor connection in the ground circuit of the rear window defogger grid. Refer to Testing for Intermittent and Poor Connections and Connector Repairs in Diagrams. ^ If the test lamp goes out, test the grid line in at least 2 places (1,3) to eliminate the possibility of bridging the open (2) in the grid line. 5. Once the open (2) is located, repair the grid line. Refer to Grid Line Repair. Specifications Vacuum Brake Booster: Specifications Vacuum Brake Booster to Brake Pedal Retaining Nuts 20 ft. lbs. Page 3843 Manifold Pressure/Vacuum Sensor: Testing and Inspection Additional Information For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Specifications Engine Mount: Specifications Engine Mount Bracket Bolt .................................................................................................................. .................................................... 58 Nm (43 ft. lbs.) Engine Mount Lower Nut .................................. ....................................................................................................................................... 43 Nm (32 ft. lbs.) Engine Mount Strut and Lift Bracket Bolt-Engine Left Rear .................................................................................................................. 70 Nm (52 ft. lbs.) Engine Mount Strut Bolt/Nut ............................................................................................................................ ....................................... 48 Nm (35 ft. lbs.) Engine Mount Strut Bracket Bolt-Upper Radiator Support ...................................................................................................................... 28 Nm (21 ft. lbs.) Engine Mount Strut and Generator Bracket Bolt ...................................................................................................................................... 50 Nm (37 ft. lbs.) Engine Mount Upper Nut ............................................................................................................. ........................................................... 47 Nm (35 ft. lbs.) Page 7652 1. Install the air distribution duct on the pins of the HVAC module assembly. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the air distribution bolts. Tighten Tighten the air distribution duct bolts to 3 N.m (27 lb in). 3. Install the wiring harness to the left end of the air distribution duct. 4. Snap the lap duct to the air distribution duct. 5. Install the left side window defogger duct. 6. Install the right side window defogger duct. 7. Install the defroster duct. Page 3030 Knock Sensor: Description and Operation PURPOSE The knock sensor (KS) system enables the Powertrain Control Module (PCM) to control the ignition timing advance for the best possible performance while protecting the engine from potentially damaging levels of detonation. The sensors in the KS system are used by the PCM as microphones to listen for abnormal engine noise that may indicate pre-ignition/detonation. SENSOR DESCRIPTION There are 2 types of KS currently being used: ^ The broadband single wire sensor ^ The flat response two wire sensor Both sensors use piezo-electric crystal technology to produce and send signals to the PCM. The amplitude and frequency of this signal will vary constantly depending on the vibration level within the engine. Flat response and broadband KS signals are processed differently by the PCM. The major differences are outlined below: ^ All broadband sensors use a single wire circuit. Some types of controllers will output a bias voltage on the KS signal wire. The bias voltage creates a voltage drop the PCM monitors and uses to help diagnose KS faults. The KS noise signal rides along this bias voltage, and due to the constantly fluctuating frequency and amplitude of the signal, will always be outside the bias voltage parameters. Another way to use the KS signals is for the PCM to learn the average normal noise output from the KS. The PCM uses this noise channel, and KS signal that rides along the noise channel, in much the same way as the bias voltage type does. Both systems will constantly monitor the KS system for a signal that is not present or falls within the noise channel. ^ The flat response KS uses a two-wire circuit. The KS signal rides within a noise channel which is learned and output by the PCM. This noise channel is based upon the normal noise input from the KS and is known as background noise. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the KS signal, keeping the signal within the channel. If there is knock, the signal will range outside the noise channel and the PCM will reduce spark advance until the knock is reduced. These sensors are monitored in much the same way as the broadband sensors, except that an abnormal signal will stay outside of the noise channel or will not be present. KS diagnostics can be calibrated to detect faults with the KS diagnostic inside the PCM, the KS wiring, the sensor output, or constant knocking from an outside influence such as a loose or damaged component. In order to determine which cylinders are knocking, the PCM uses KS signal information when the cylinders are near Top Dead Center (TDC) of the firing stroke. Page 5008 Equivalents - Decimal And Metric Part 1 Page 11102 6. Remove the wiper motor screws. 7. Remove the wiper motor from the wiper transmission. INSTALLATION PROCEDURE 1. Position the wiper motor to the wiper transmission. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the wiper motor screws. Tighten Tighten the screws to 10 N.m (89 lb in). Service and Repair Rear Door Limiter: Service and Repair Door Check Link Replacement - Rear Removal Procedure 1. Remove the rear door water deflector. 2. Remove the check link bolt. 3. Using a small flat-bladed tool, remove the rear door check link grommet (3). 4. Remove the check link nuts (2). 5. Remove the check link from the rear door. Installation Procedure 1. Position the check link in the rear door. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear door check link nuts (2). Tighten the nuts to 10 N.m (89 lb in). 3. Install the rear door check link grommet (3). Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 419 Engine Oil Level Switch Page 5845 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 2-3 shift solenoid retainer clip (304), the 2-3 shift solenoid (305) with O-ring (303), the 2-3 shift valve (307), and the 2-3 shift valve spring (306). Installation Procedure 1. Install the 2-3 shift valve spring (306), the 2-3 shift valve (307), the 2-3 shift solenoid (305) with O-ring (303) and the 2-3 shift solenoid retainer clip (304) 2. Install the transmission side cover. Page 10620 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 4051 Electrical Symbols Part 3 Page 2812 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 6758 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 897 Locations View Page 358 1. Install the power mirror switch to the accessory switch plate. Press the switch into the switch plate until retaining tabs are fully seated. 2. Connect the electrical connector (1) to the power mirror switch. 3. Install the power accessory switch plate to the door trim panel. Press until the switch plate retainers (1) are fully seated. Page 10506 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 9452 Power Seat Switch: Service and Repair Seat Switch Replacement - Power Removal Procedure 1. Adjust the front bucket seat to the full up position in order to gain access to the power seat switch. 2. Pull the bezel from the power seat switch. 3. Adjust the front seat cushion cover in order to gain access to the power seat switch. Refer to Seat Cushion Cover Replacement - Front. 4. Remove the power seat switch screws. 5. Disconnect the electrical connector from the power seat switch. 6. Remove the power seat switch from the seat cushion frame. Page 3803 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 5083 Electrical Symbols Part 4 Page 4895 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 2250 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 10520 Parts Information Customer Notification General Motors will notify customers of this special policy on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Page 2221 3.6. Inspect the seal. Ensure that the seal is seated squarely in the bore. 4. Install the flywheel. 5. Inspect for proper fluid levels. 6. Inspect for leaks. Page 9855 Electrical Symbols Part 4 Page 4094 Electrical Symbols Part 2 Heated Oxygen Sensor (HO2S) 1 Replacement Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) 1 Replacement TOOLS REQUIRED J 39194-B Oxygen Sensor Socket REMOVAL PROCEDURE (HO2S1) The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Disconnect the electrical connector. 2. Use the J 39194-B in order to carefully back out the heated oxygen sensor. INSTALLATION PROCEDURE (HO2S1) IMPORTANT: A special anti seize compound is used on the heated oxygen sensor threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and if for any reason is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound P/N 5613695, or equivalent if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the heated oxygen sensor. Tighten Tighten the pre-catalytic converter HO2S 1 to 42 N.m (31 lb ft). 3. Connect the electrical connector. Page 2036 3. The noise may be an internal engine noise. Removing the drive belt and operating the engine for a brief period will verify the noise is related to the drive belt. When removing the drive belt(s) the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. Inspect all drive belt pulleys for pilling. Pilling is the small balls or pills or it can be strings in the drive belt grooves from the accumulation of rubber dust. 6. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misalign pulley using a straight edge in the pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation procedure for that pulley. 10. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. 12. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 14. Replacing the drive belt when it is not damaged or there is not excessive pilling will only be a temporary repair. Page 6648 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 6987 For vehicles repaired under warranty, use the table. Disclaimer Page 11087 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 2823 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 9604 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 2689 Disclaimer Page 5953 Page 2021 Valve Spring: Service and Repair Valve Stem Oil Seal and Valve Spring Replacement ^ Tools Required J22794 Spark Plug Port Adapter - J 5892-D Valve Spring Compressor - J 38606 Valve Spring Compressor Removal Procedure 1. Remove the spark plugs. 2. Remove the rocker arms. 3. Install the J22794 to the spark plug port. 4. Apply compressed air in order to hold the valves in place. 5. Compress the valve spring using the J 5892-D or the J 38606. 6. Measure the following items: ^ The valve locks ^ The valve cap ^ The valve spring 7. Remove the valve stem oil seal. Installation Procedure 1. Install the valve stem oil seal. Use the plastic sleeve provided. Press the oil seal over the valve guide boss. 2. Assemble the following items: ^ The spring seat ^ The valve spring ^ The valve cap 3. Compress the valve spring using the J 38606 or the J 5892-D. 4. Install the valve locks. Hold the valve locks in place with grease if needed. 5. Release the valve spring. Ensure that the valve locks are seated. 6. Install the rocker arms. 7. Install the spark plugs. Page 10394 Electrical Symbols Part 1 Diagram Information and Instructions Fuel Pump Relay: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4947 Electrical Symbols Part 4 Page 84 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 4269 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 4265 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Locations Oxygen Sensor: Locations Locations View Page 3118 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 10227 3. Insert the key and turn the ignition switch to the ON position. 4. Place the gearshift lever in the LOW position. 5. Using a small flat-blade screwdriver, carefully disengage the accessory trim plate from the instrument panel (IP). 6. Disconnect the electrical connectors from the switches installed in the accessory trim plate. 7. Remove the three 7 mm hex head screws attaching the hazard warning switch mounting bracket to the accessory trim plate and remove the switch and bracket assembly. 8. Using a small flat-blade screwdriver, carefully depress the two retaining features on the side of the switch and remove the hazard warning switch from the bracket. 9. Install the new hazard warning switch in the mounting bracket. 10. Position the hazard warning switch and bracket assembly to the accessory trim plate and install the three attaching screws. Tighten Tighten to 3 N.m (27 lb in). 11. Connect the electrical connectors to the switches in the accessory trim plate. 12. Install the accessory trim plate to the IP and press into place until fully seated. 13. Place the gearshift lever in the PARK position. 14. Turn the ignition key to the OFF position and remove the key. Page 9334 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 4404 Throttle Position Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the air intake duct. 3. Disconnect the TP sensor electrical connector. 4. Remove the 2 TP sensor fasteners. Page 4543 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 10747 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Capacity Specifications Fluid - M/T: Capacity Specifications Transmission Fluid .............................................................................................................................. .............................................................. 1.7L (1.8 Qt) Page 2220 Crankshaft Main Bearing Seal: Service and Repair Crankshaft Rear Oil Seal Replacement ^ Tools Required J 34686 Rear Main Bearing Oil Seal Installer Removal Procedure 1. Remove the flywheel. Important: Do not damage the crankshaft outside diameter (OD) surface or the chamfer while using the pry tool. 2. Insert a screwdriver or a similar tool at an angle through the dust lip. 3. Pry the seal out by moving the handle of the tool towards the end of the crankshaft pilot. Pry around the seal as required until you remove the seal. 4. Inspect the Inside Diameter (ID) of bore for nicks or burrs. Repair the bore if needed. 5. Inspect the crankshaft for burrs or nicks on the sealing surfaces. Repair or replace the crankshaft as needed. Installation Procedure 1. Apply engine oil to the Inside Diameter (ID) and the Outside Diameter (OD) of the new seal. 2. Slide the new seal over the mandrel until the back of the seal bottoms squarely against the collar of the tool. 3. Complete the following steps in order to install the crankshaft rear oil seal. 3.1. Align the dowel pin of the J 34686 with the dowel pin in the crankshaft. Notice: Refer to Fastener Notice in Service Precautions. 3.2. Attach the J 34686 to the crankshaft by hand or tighten the attaching screws to 5 Nm (45inch lbs.). 3.3. Turn the T-handle of the J 34686 so that the collar pushes the seal into the bore. Turn the handle until the collar is tight against the case. Ensure that the seal is seated properly. 3.4. Loosen the T-handle of the J 34686 until the handle comes to a stop. Ensure that the collar is in the proper position in order to install another new seal. 3.5. Remove the attaching screws. Page 258 Engine Control Module: Connector Views PCM Connector C1 Part 1 Page 6441 A: Because the Pro-Cut on-car lathe adjusts in a live mode while spinning the hub/rotor, the dynamics of a floating axle are effectively eliminated. Once the lathe is compensated, there is no difference in the cutting/surface finish and LRO are just the same as with a non-floating axle. - Q: Which lathe is essential for performing brake work, the bench or on-car? A: Dealers must have a well maintained bench lathe and well maintained on-car lathe. These lathes need to be calibrated on a monthly basis. BOTH lathes are essential to providing quality brake service. - Q: What is the expected tip life for an on-car lathe? A: The geometry and composition of the Pro-Cut tips are designed for "single pass" cutting. When using the Pro-Cut the cutting depth should be set to take all material needed to get below rust grooves, eliminate all run-out and resurface the entire disc in a single pass. Cuts of 0.1016-0.381 mm (0.004-0.015 in) will provide the best surface finish and the optimal tip life. No "skim cut" or "finish cut" is needed. Failure to follow this procedure will shorten tip life. The Pro-cut tips will last between 7-12 cuts per corner. With three usable corners, a pair of tips is good for at least 21 cuts. - Q: Why does GM recommend the use of single pass (referred to as "positive rake") bench and on-car brake lathes? A: GM Service and GM Brake Engineering have performed competitive evaluations on a significant number of bench and on-car brake lathes. These tests measured critical performance characteristics such as flatness, surface finish and the ability of the lathe to repeat accuracy over many uses. In each test, single pass lathe designs out performed the competitors. Single pass brake lathes are more productive requiring less time to perform the same procedure. - Q: Is it okay to leave the caliper/pads installed while cutting rotors using an on-car lathe? A: On-car lathes should never be used with the pads and calipers installed on the vehicle. The debris from cutting the rotors can contaminate the brake pads/calipers which can lead to other brake concerns and comebacks. - Q: What information needs to be documented on the Repair Order? A: Any claim that is submitted using the labor operations in this bulletin, must have the Original Rotor Thickness and Refinish Rotor Thickness (if refinished) documented on the repair order. For more information, refer to the "Repair Order Required Documentation" section of this bulletin. All Warranty Repair Orders paid by GM, are subject to review for compliance and may be debited where the repair does not comply with this procedure. Brake Warranty BRAKE WARRANTY Brake Rotors: - Brake rotor warranty is covered under the terms of the GM New Vehicle Limited Warranty. Reference the vehicle's warranty guide for verification. - Rotors should not be refinished or replaced during normal/routine pad replacement. - Rotors should not be refinished or replaced and is ineffective in correcting brake squeal type noises and/or premature lining wear out. - Rotors should not be refinished or replaced for cosmetic corrosion. Clean up of braking surfaces can be accomplished by 10-15 moderate stops from 56-64 km/h (35-40 mph) with cooling time between stops. - Rotors should not be refinished or replaced for rotor discoloration/hard spots. - Rotors should be refinished NOT replaced for Customer Pulsation concerns. This condition is a result of rotor thickness variation, usually caused by LRO (wear induced over time and miles) or corrosion (Lot Rot). - When rotor refinishing, only remove the necessary amount of material from each side of the rotor and note that equal amounts of material do not have to be removed from both sides on any brake system using a floating caliper. - Rotors should be refinished for severe scoring - depth in excess of 1.5 mm (0.060 in). Important If the scoring depth is more than 1.5 mm (0.060 in) after the rotor is refinished, it should be replaced. Locations Locations View Page 1537 1. Install new seal washers to the compressor ports. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the block fitting bolt to the compressor. Tighten Tighten the block fitting bolt to 33 N.m (24 lb ft). 3. Install the new seal washer to the accumulator end of the compressor hose. 4. Install the compressor hose assembly and nut to the accumulator. Tighten Tighten the nut to 25 N.m (18 lb ft). 5. Install the right front fender liner. 6. Lower the vehicle. Service and Repair Vacuum Harness HVAC: Service and Repair VACUUM HOSE HARNESS REPLACEMENT REMOVAL PROCEDURE 1. Remove the HVAC module assembly. 2. Disconnect the yellow hose (1) from the mode actuator (2). 3. Disconnect the red hose (3) from the mode actuator (2). 4. Remove the vacuum hose harness clips (4) from the HVAC module assembly. 5. Disconnect the blue hose (1) from the defroster actuator (2). 6. Disconnect the green hose (5) from the defroster actuator (2). 7. Disconnect the violet hose (3) from the vacuum tank (4). 8. Disconnect the orange hose (6) from the recirculation actuator (7). 9. Remove the vacuum hose harness clip screw. 10. Remove the vacuum hose harness. INSTALLATION PROCEDURE Page 6149 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the transmission side cover. 2. Remove the six bolts from the TFP switch assembly (8, 12, and 16). 3. Remove the TFP switch assembly (13) from the control valve body assembly (18). The seven pressure switch O-rings are reusable and should remain with the TFP switch assembly. Installation Procedure 1. Install the TFP switch assembly (13) to the control valve body assembly (18). The seven pressure switch O-rings are reusable and should remain with the TFP switch assembly. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the six bolts to the TFP switch assembly (8, 12, and 16). - Tighten the bolts to 14 Nm (124 inch lbs.). 3. Install the transmission side cover. Page 3323 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 1116 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 10808 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 1085 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 6433 WORKSHEET - BRAKE LATHE CALIBRATION Important Brake lathe calibration should be performed and recorded monthly or if you are consistently measuring high LRO after rotor refinishing. Disclaimer GM Brake Service Procedure GM BRAKE SERVICE PROCEDURE 1. Remove the wheel and caliper. 2. Measure rotor thickness. In order to determine if the rotor can be refinished, do the following steps: Important Page 3609 Electrical Symbols Part 1 Page 10076 Ambient Light Sensor: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Lighting and Horns Diagrams. Interior - Seat Cover Wrinkle/Crease/Burn Info Seat Cover: Technical Service Bulletins Interior - Seat Cover Wrinkle/Crease/Burn Info INFORMATION Bulletin No.: 04-08-50-006D Date: September 09, 2010 Subject: Minor Wrinkles/Creases, Discoloration, Cigarette Burns and Customer Induced Cuts and Stains on Front and Rear Driver and Passenger Seats with Leather, Vinyl or Cloth Seat Covers Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2009 and Prior Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add a model year. Please discard Corporate Bulletin Number 04-08-50-006C (Section 08 - Body and Accessories). If a customer comes in to your dealership due to certain conditions of the seat covers (splits, wrinkles, loose stitching, etc.), you must examine the seat cover in order to determine the validity of the customer claim. Some components from the above listed vehicles have been returned to the Warranty Parts Center (WPC) and analysis of these parts showed "customer induced damage" or No Trouble Found (NTF). The dealer should pay particular attention to the following conditions: - Cigarette burns Page 703 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 7874 6. Install the daytime running lights sensor wiring harness clip (1) from the HVAC module assembly. 7. Connect the IP lamp dimmer switch electrical connector (2). 8. Connect the vacuum supply hose (4) to the vacuum tank. 9. Install the air distribution duct. 10. Install the floor air duct to the HVAC module. 11. Install the cross vehicle beam (1) to the front of the dash (2). NOTE: Refer to Fastener Notice in Service Precautions. 12. Install the nuts and bolts for the cross vehicle beam. Tighten Tighten the nut and bolts to 20 Nm (15 lb ft). 13. Install the steering column mounting brace bolts. Tighten Tighten the bolts to 26 Nm (19 lb ft). Page 7727 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 1200 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 5112 Knock Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Disconnect the wiring harness connector from the knock sensor. 4. Remove the knock sensor from the engine block. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory and applying additional sealant affects the sensor's ability to detect detonation. 1. Install the knock sensor into engine block. Tighten Tighten the knock sensor to 19 N.m (14 lb ft). 2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. Page 7996 Inflatable Restraint Sensing And Diagnostic Module: Service and Repair INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE REPLACEMENT CAUTION: ^ Be careful when you handle a Sensing And Diagnostic Module (SDM). Do not strike or jolt the SDM. Before applying power to the SDM: ^ Remove any dirt, grease, etc. from the mounting surface ^ Position the SDM horizontally on the mounting surface ^ Point the arrow on the SDM toward the front of the vehicle ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. ^ If any water enters the vehicle's interior up to the level of the carpet or higher and soaks the carpet, the Sensing And Diagnostic Module (SDM) and the SDM harness connector may need to be replaced. The SDM could be activated when powered, which could cause deployment of the air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must be disabled. Refer to Disabling the SIR System. With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant soaking or evidence of significant soaking is detected, you must perform the following tasks: 1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4. Replace the SDM. Failure to follow these tasks could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Removal Procedure 1. Disable the SIR system. Refer to Air Bag(s) Arming and Disarming. 2. Remove the front passenger seat. 3. Remove the passenger front carpet retainer. 4. Fold back the carpet in order to access the inflatable restraint Sensing and Diagnostic Module (SDM). 5. Remove the Connector Position Assurance (CPA) (2) from the inflatable restraint Sensing and Diagnostic Module (SDM) harness connector (3). 6. Disconnect the SDM harness connector (3) from the SDM (5). 7. Remove the SDM mounting fasteners (1). 8. Remove the SDM (5) from the vehicle. Installation Procedure Service and Repair Backing Plate: Service and Repair Brake Backing Plate Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the brake drum. 4. Remove the brake shoes. 5. Remove the universal spring. 6. Remove the wheel cylinder (3). 7. Disconnect the parking brake cable from the backing plate. 8. Remove the rear wheel hub. 9. Remove the backing plate. Installation Procedure 1. Install the backing plate. 2. Install the rear wheel hub. 3. Install the parking brake cable to the backing plate. 4. Install the wheel cylinder (3). 5. Install the universal spring. 6. Install the brake shoes. 7. Adjust the drum brakes. 8. Install the brake drum. 9. Bleed the brake hydraulic system. 10. Adjust the parking brake. 11. Install the tire and wheel assembly. 12. Lower the vehicle. Page 10597 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 4983 Electrical Symbols Part 1 Park/Neutral Position (PNP) Switch, C1 Page 3273 Electrical Symbols Part 4 Page 746 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Diagram Information and Instructions Tail Lamp: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 2162 Oil Pump Drive Shaft: Service and Repair Oil Pump Drive Replacement Removal Procedure 1. Remove the upper intake manifold. 2. Remove the oil pump drive bolt and clamp. 3. Remove the oil pump drive and seal. Installation Procedure 1. Install the oil pump drive seal. Coat the seal or the bore in the engine block with engine oil. 2. Install the oil pump drive. Coat the drive gear on the drive with prelude GM P/N 1052365 for a full 360 degrees. 3. Install the oil pump drive clamp. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the oil pump drive bolt. Tighten the oil pump drive bolt to 36 Nm (27 ft. lbs.). 5. Install the upper intake manifold. Page 1306 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 436 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 10064 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 2555 Various symbols are used in order to describe different service operations. Page 10855 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 5174 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2830 Various symbols are used in order to describe different service operations. Page 1756 Page 2012 1. Install a new gasket and new bolt grommets to the valve rocker cover. Ensure that the gasket is seated properly in the valve groove. 2. Apply sealer in the notch on the cover. Use GM P/N 1052917 or the equivalent. 3. Install the valve rocker cover. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the valve rocker cover bolts. Tighten the valve rocker arm cover bolts to 10 Nm (89 inch lbs.). 5. Connect the PCV valve vacuum line. 6. Install the thermostat bypass pipe. 7. Install the front ignition wire harness. 8. Refill the cooling system. Page 4252 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 9757 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 6926 1. Install the relay (2) in the same position as removed. 2. Install the electrical center cover. Page 2577 Coolant Temperature Sensor/Switch (For Computer): Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 1158 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3731 Various symbols are used in order to describe different service operations. Service and Repair Grille: Service and Repair Grille Replacement Removal Procedure 1. Open the hood. 2. Remove the push-in retainers (1) from the upper edge of the grille. 3. Disconnect the grille (3) from the front bumper fascia (2). 4. Remove the nuts from the grille emblem. 5. Remove the grille emblem from the grille. Installation Procedure 1. Position the grille emblem to the grille. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the grille emblem nuts to the grille emblem. Tighten the nuts to 1 N.m (9 lb in). Page 4993 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 6031 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 2806 Electrical Symbols Part 4 Page 4444 Canister Purge Control Valve: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Disconnect the EVAP canister purge valve electrical connector. 3. Disconnect the EVAP canister purge valve pipe and vacuum supply hose. EVAP Purge Valve 4. Remove the EVAP canister purge valve retaining bolt. 5. Remove the EVAP canister purge valve from the intake manifold. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. Page 10504 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 3666 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 466 1. Install a NEW O-ring seal in the refrigerant pressure sensor. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the pressure sensor to the fitting. Tighten Tighten the sensor to 5 N.m (44 lb in). 3. Connect the refrigerant pressure sensor electrical connector. 4. Leak test the fittings of the component using the J 39400-A. Page 3724 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 10484 Electrical Symbols Part 3 Page 1283 Transmission Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the electrical connector at the vehicle speed sensor. 3. Remove the retaining stud and the sensor. Pull straight out in order to avoid damage to the case. Installation Procedure 1. Clean and dry the vehicle speed sensor. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the vehicle speed sensor and the retaining bolt. - Tighten the stud to 12 Nm (97 inch lbs.). 3. Install the electrical connector at the sensor. 4. Remove the safety stands. 5. Lower the vehicle. Page 5090 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 6306 Transmission Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the electrical connector at the vehicle speed sensor. 3. Remove the retaining stud and the sensor. Pull straight out in order to avoid damage to the case. Installation Procedure 1. Clean and dry the vehicle speed sensor. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the vehicle speed sensor and the retaining bolt. - Tighten the stud to 12 Nm (97 inch lbs.). 3. Install the electrical connector at the sensor. 4. Remove the safety stands. 5. Lower the vehicle. Specifications Brake Shoe: Specifications Minimum Lining Thickness "Information not supplied by the manufacturer" Page 11029 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 4032 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 6910 C600 Page 204 Conversion - English/Metric Page 7066 C600 Page 6521 Wheel Cylinder: Service and Repair Wheel Cylinder Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the brake drum. 4. Remove the brake shoes. 5. Clean the dirt and foreign material around the wheel cylinder. 6. Remove the bleeder valve (1). Important: Install a rubber cap or plug to the exposed brake pipe fitting ends in order to prevent brake fluid loss and contamination. 7. Disconnect the brake pipe fitting from the wheel cylinder. Plug the open brake pipe ends. 8. Remove the wheel cylinder mounting bolts (2). 9. Remove the wheel cylinder (3). Installation Procedure 1. Apply LOCTITE GM P/N 12345382, (Canadian P/N 10953489) or equivalent to the wheel cylinder shoulder face that contacts the backing plate. 2. Position the wheel cylinder (3) to the backing plate. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the wheel cylinder mounting bolts (2). ^ Tighten the wheel cylinder mounting bolts to 20 Nm (15 ft. lbs.). 4. Remove the plugs from the brake pipe ends. 5. Connect the brake pipe fitting to the wheel cylinder. ^ Tighten the fitting to 15 Nm (11 ft. lbs.). 6. Install the bleeder valve (1). Page 10801 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 3865 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 8336 Service and Repair Trunk / Liftgate Stop: Service and Repair Overslam Bumper Replacement - Rear Compartment Lid Removal Procedure 1. Open the rear compartment. 2. Remove the rear compartment lid outer bumper (1) by rotating it counterclockwise. 3. Remove the rear compartment lid side bumper by rotating it counterclockwise. Installation Procedure 1. Install the rear compartment lid side bumper to the rear compartment lid by rotating it clockwise. 2. Install the rear compartment lid outer bumper (1) to the rear compartment lid by rotating it clockwise. 3. Rotate the rear compartment lid bumpers counterclockwise/clockwise to adjust the height of the rear compartment lid until it is flush with the quarter panel. 4. Close the rear compartment. Page 8870 Disclaimer Technical Service Bulletin # 01-08-64-020C Date: 041001 Body - Creak/Groan When Opening/Closing Doors File In Section: 08 - Body and Accessories Bulletin No.: 01-08-64-020C Date: October, 2004 TECHNICAL Subject: Creak Noise When Opening or Closing Doors (Apply Lubricant to Check Link) Models: 2001-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 2001-2004 Oldsmobile Alero 2001-2005 Pontiac Grand Am This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 01-08-64-020B (Section 08 - Body and Accessories). Condition Some customers may comment on a creak or squeak noise when opening or closing one or more doors. Cause This condition may be caused by the door check link spring saddle. Correction Important: To prevent overspray from landing on the door glass, make sure all windows are rolled up before applying the lubricant to the check link. Slide the check link grommet back and spray GM Lubriplate(R) Lubricant, P/N 89021668 (in Canada, use P/N 89021674), or equivalent, on the check link saddle using a "straw" type nozzle extension. The nozzle extension should be inserted slightly into the opening above the check link arm and sprayed toward the outside of the door. If the nozzle is inserted too far into the door, it will go past the check link spring saddle and the lubricant will miss its target. Move the nozzle back and forth while spraying to distribute the lubricant. Open and shut the door until the noise is gone. Reinstall the check link grommet in the door. Parts Information Parts are currently available from GMSPO. Warranty Information Page 8344 Page 10047 Electrical Symbols Part 2 Page 3394 Steps 1-6 Page 7249 9. Install the tie rod end clamp (2) onto the rack and pinion boot (1). 10. Install the hexagon jam nut (2) to the inner tie rod assembly (1). 11. To assemble the outer tie rod assembly. Rack and Pinion Boot Replacement - Off Vehicle Rack and Pinion Boot Replacement - Off Vehicle ^ Tools Required J 22610 Keystone Clamp Pliers Disassembly Procedure 1. To remove the outer tie rod; refer to Tie Rod End Replacement - Outer. 2. Remove the hex jam nut (2) from the inner tie rod assembly (1). Page 3249 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 5633 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 10872 Conversion - English/Metric Diagrams Brake Light Switch: Diagrams Stop Lamp Switch C1 Stop Lamp Switch C2 Page 5465 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 3213 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3474 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 8349 Diagnostic Tips Review # 4 - Denso legacy Navigation Radio Page 3664 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 5167 Crankshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Locations Locations View Page 4245 Electrical Symbols Part 1 Page 3377 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 8395 Specifications Idle Speed: Specifications Information not supplied by the manufacturer. Door Sill Plate Replacement Scuff Plate: Service and Repair Door Sill Plate Replacement Door Sill Plate Replacement Removal Procedure 1. Remove the push pin retainers (1) from the door sill trim plate (2). 2. Pry the door sill trim plate (2) upward using a flat blade tool and remove from the vehicle. 3. Clean the tape (4) from the door sill. 4. If you are reusing the door sill trim plate, clean the door sill trim plate (2). Installation Procedure 1. Install two - sided tape (4) to the door sill trim plate (2). 2. Install the door sill trim plate (2) to the door sill. 3. Install the push pin retainers (1) to the door sill trim plate. Page 4964 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 5101 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 10545 Left Side Of The Instrument Panel Page 6765 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 1304 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Diagrams TCC Brake Switch Page 1050 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 4521 Disclaimer Page 4042 Mass Air Flow (MAF) Sensor A/T - Pressure Control Solenoid Replacement Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid Replacement File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-048 Date: November, 2002 INFORMATION Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E Transaxle/Transmission Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes MN4, MN5, M13, M15, MN3, MN7 or M76 The pressure control solenoid in the above transaxles has changed for the 2003 models. Important: While the physical dimensions will allow usage of the new solenoid in past model transaxles or usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging of the pressure control solenoids will result in improper shift characteristics, customer dissatisfaction, and needed repeat repairs. When replacing a pressure control solenoid, be sure to use the correct part number. Page 439 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 9198 1. Install the express module to the sunroof module by sliding the express module (8) towards the left side of the vehicle. 2. Install the nylon tie straps to the express module (8). 3. Connect the wire harness connectors to both ends of the express module (8). 4. Install the headliner, as necessary. 5. Check for proper operation of the sunroof. Page 5074 Ignition Control Module (ICM) C3 Page 9566 Cruise Control Module: Service and Repair REMOVAL PROCEDURE 1. Open the hood. 2. Disconnect the cruise control cable tab (5) from the throttle body cam (6). Rotate the cam (6) to 1/4 open throttle in order to release the tab (5). 3. In order to release the cable (4), push the locating fitting inward and pull the unit free from he throttle bracket (1). 4. Remove the cruise control cable from the module by turning the cable assembly 1/4 turn counterclockwise. Page 7686 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3248 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Locations Left Side Of The IP Page 12 Disclaimer Page 2946 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 4395 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 7967 ^ The steering column is separated from the steering gear and allowed to rotate. ^ The centering spring is pushed down, letting the hub rotate while the coil is removed from the steering column. ^ When installing the coil assembly use the following components for alignment: ^ The horn tower on the cancelling cam assembly inner ring ^ The projections on the outer ring 2. Assemble the pre-centered coil assembly to the steering column. Remove the centering tab. Discard the tab. 3. Install the coil assembly retaining ring (2). Ensure that the ring is firmly seated in the groove on the shaft. IMPORTANT: Gently pull on the lower coil assembly wire in order to remove any wire kinks inside of the column assembly. Ensure that there are NO kinks or bends in the SIR coil assembly wire. If a kink or bend is present, interference may occur with the shaft lock mechanism. Turning the steering wheel may cut or damage the wire. 4. Route the SIR coil wiring harness. Install new plastic zip ties. 5. Install the coil assembly retaining clip (3). 6. Connect the SIR harness to the back of the fuse panel. 7. Install the instrument panel carrier. 8. Install the tilt lever. 9. Install the steering wheel assembly. 10. Enable the SIR system. Refer to Air Bag(s) Arming and Disarming. Page 4264 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 3858 Electrical Symbols Part 3 Page 281 Electrical Symbols Part 2 Page 497 Equivalents - Decimal And Metric Part 1 Page 7250 3. Remove the tie rod end clamp (2) from the rack and pinion boot (1). 4. Remove the boot clamp (1) from the rack and pinion boot with side cutters. 5. Discard the boot clamp (1). 6. Remove the rack and pinion boot (1) from the rack and pinion gear assembly. Assembly Procedure 1. Install the new boot clamp (2) onto the rack and pinion boot (1). Page 286 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 9227 Sunroof / Moonroof Switch: Description and Operation SUNROOF OPENING POSITION SWITCH/SUNROOF LIMIT SWITCHES The sunroof limit switches within the sunroof opening position switch, track the position of the glass through 2 limit switches: ^ Soft Stop limit ^ Vent Stop limit The sunroof control module monitors the limit switches and based on the inputs determines the position of the sunroof glass. As a limit switch closes, the 5 volt reference will be shorted to the sunroof limit switch low reference circuit, pulling the 5 volt reference to 0 volts. The sunroof control module understands the position of the sunroof glass based on the different input combinations from the sunroof limit switch range switch circuit and the sunroof limit switch soft stop signal circuit inputs. Page 9709 Conversion - English/Metric Page 4247 Electrical Symbols Part 3 Description and Operation Seat Belt Reminder Lamp: Description and Operation FASTEN SAFETY BELT INDICATOR The IPC illuminates the fasten safety belt indicator when the following occurs: ^ The Body Control Module (BCM) detects that the driver's seat belt is unbuckled. The BCM sends a message to the IPC via the Serial Peripheral Interface (SPI) requesting illumination. The IPC illuminates the indicator for 20 seconds and then flashes the indicator for 55 seconds. The BCM also sends a class 2 message to the radio in order to activate an audible warning. ^ The IPC performs the displays test at the start of each ignition cycle as commanded by the BCM. The indicator illuminates for approximately 3 seconds. ^ The IPC detects a loss of SPI communications with the BCM. Page 2993 Intake Air Temperature (IAT) Sensor Page 4814 Electrical Symbols Part 3 Page 9554 5. Install the cruise control cable tab (5) to the throttle body cam (6). 6. Align the cruise control cable fitting to the throttle body bracket (1). Snap the fitting into place. Ensure that the fitting is retained. 7. Close the hood. 8. Perform A Diagnostic System Check. Refer to Diagnostic System Check - Cruise Control. Page 4872 Equivalents - Decimal And Metric Part 1 Page 6857 Fuse Block Left IP, C3 Page 4694 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 1524 Coolant Line/Hose: Service and Repair Throttle Body Heater Hose Replacement - Outlet Throttle Body Heater Hose Replacement Outlet Removal Procedure 1. Remove the throttle body air inlet duct. 2. Drain the cooling system. 3. Remove the throttle body outlet hose clamp and the hose (4) from the coolant pipe. 4. Remove the throttle body outlet hose clamp and the hose from the throttle body. 5. Remove the throttle body outlet hose (4). Installation Procedure 1. Install the throttle body outlet hose (4). 2. Install the throttle body outlet hose and clamp to the throttle body. 3. Install the throttle body outlet hose (4) and clamp to the coolant pipe. 4. Fill the cooling system. 5. Install the throttle body air inlet duct. Page 9705 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 3214 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 4553 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4301 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 10754 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4828 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 10240 the bottom of the outlet rearward to release the top. 3. Remove the two 7 mm hex head screws attaching the IP cluster trim panel to the IP. 4. Remove the trim plate from the IP by pulling up and out to release the lower retainers. 5. Disconnect the trip reset switch electrical connector. 6. Remove the four 7 mm hex head screws attaching the instrument cluster to the IP. 7. Remove the instrument cluster from the opening and reposition as necessary. It is not necessary to disconnect the electrical connector. 8. Through the instrument cluster opening in the IP, remove one of the three 7 mm hex head screws that attach the hazard warning switch to the IP. 9. Through the center air outlet opening in the IP, remove the remaining two 7 mm hex head screws that attach the hazard warning switch to the IP. 10. Remove the hazard warning switch through the center air outlet opening. Power Sunroof Express Module Replacement Sunroof / Moonroof Module: Service and Repair Power Sunroof Express Module Replacement REMOVAL PROCEDURE 1. Close the sunroof. 2. Remove the headliner, as necessary. 3. Disconnect the wire harness connectors from both ends of the express module (8). 4. Remove the nylon tie straps from the express module (8). 5. Remove the express module (8) from the sunroof module by sliding the express module towards the right of the vehicle. INSTALLATION PROCEDURE Page 8993 Windshield Moulding / Trim: Removal and Replacement Windshield Reveal Molding Replacement The windshield reveal molding is an applied molding design separate from the window. The reveal molding is bonded by to the windshield and may be bonded to the body. The reveal molding may be replaced with the windshield as an assembly, or the reveal molding may be available as a separate service part. Refer to Urethane Adhesive Installation of Stationary Windows. Page 4482 Positive Crankcase Ventilation Valve: Service and Repair Positive Crankcase Ventilation (PCV) Valve Replacement Removal Procedure 1. Disconnect the vacuum hose from positive crankcase ventilation valve (2). 2. Remove the positive crankcase ventilation valve. Installation Procedure 1. Install the positive crankcase ventilation valve (2). 2. Connect the vacuum hose to positive crankcase ventilation valve. Page 3236 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1832 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Page 4756 Fuel Supply Line: Service and Repair Fuel Hose/Pipes Replacement - Filter to Tank REMOVAL PROCEDURE 1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. 2. Disconnect the fuel feed pipe quick-connect fitting at the engine compartment. 3. Disconnect the fuel return pipe quick-connect fitting at the engine compartment. 4. Plug the fuel lines to prevent leakage. 5. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 6. Disconnect the fuel feed pipe quick-connect fitting at the fuel filter. 7. Disconnect the fuel return pipe quick-connect fitting at the fuel tank. 8. Plug the fuel lines to prevent leakage. 9. Remove the exhaust heat shield. 10. Remove the fuel pipe mounting bolts from the body clips. 11. Remove the fuel pipes from the body clips. Page 6707 Page 2141 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 7729 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER CD Player - CD Cannot Be Inserted or Ejected Compact Disc Player (CD): Customer Interest CD Player - CD Cannot Be Inserted or Ejected File In Section: 08 - Body and Accessories Bulletin No.: 01-08-44-011 Date: October, 2001 TECHNICAL Subject: CD Cannot Be Inserted Into CD Player or Ejected (Reset Radio) Models: 2002 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2002 Oldsmobile Alero, Intrigue, Silhouette 2002 Pontiac Montana Condition Some customers may comment that they cannot insert a CD into, or eject a CD from, the CD player portion of the radio. In addition, some customers may comment that this condition occurred after battery power had been lost and then restored. Cause A momentary voltage surge when restoring battery power may have caused the radio to lose its ability to identify the presence of the CD hardware. Correction To reset the radio, remove the fuse that supplies power to the audio system for a minimum of 30 seconds, then reinstall it. Warranty Information For vehicles repaired under warranty, use the table as shown. DISCLAIMER Page 5773 The first phase also machined a case chamfer leading into the pump bore (2). The chamfer is designed to help eliminate possible 0-ring seal damage during pump installation. Phase two modified the case casting and the chamfer into the pump bore. The casting change left additional material in the surrounding pump bore to allow deeper bore machining in order to create the necessary sealing surface for a new pump seal design. The leading surface into the pump bore was also machined with a modified chamfer (1). Page 6816 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 1-2 shift solenoid retainer clip (304), the 1-2 shift solenoid (305) with O-ring (303), the 1-2 shift valve (302), and the 1-2 shift valve spring (301). Installation Procedure 1. Install the 1-2 shift valve spring (301), the 1-2 shift valve (302), the 1-2 shift solenoid (305) with O-ring (303) and the 1-2 shift solenoid retainer clip (304) 2. Install the transmission side cover. Page 306 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Brake Pipe Replacement Brake Hose/Line: Service and Repair Brake Pipe Replacement Brake Pipe Replacement ^ Tools Required ^ J 29803-A ISO Flaring Kit Caution: Always use double walled steel brake pipe when replacing brake pipes. The use of any other pipe is not recommended and may cause brake system failure. Carefully route and retain replacement brake pipes. Always use the correct fasteners and the original location for replacement brake pipes. Failure to properly route and retain brake pipes may cause damage to the brake pipes and cause brake system failure. Notice: Do not use single lap flaring tools. Double lap flaring tools must be used to produce a flare strong enough to hold the system pressure. Using single lap flaring tools could cause system damage. 1. Obtain the recommended tubing and steel fitting nuts of the correct size. Outside diameter tubing is used in order to specify the size. 2. Cut the tubing to length. In order to determine the correct length, measure the old pipe using a string and adding 3 mm (1/8 inches) for each ISO flare. 3. Before starting the flare, install the fittings on the tubing. 4. Chamfer the inside and outside diameter of the pipe with the de-burring tool. 5. Remove all traces of lubricant from the brake pipe and the flaring tool. 6. Clamp the J 29803-A ISO Flaring Kit. Tool body in a vise. 7. Select the correct size collet and forming mandrel (3) for the pipe size used. 8. Insert the proper forming mandrel into the tool body. 9. While holding the mandrel in place with a finger, thread the forcing screw until the screw makes contact with the forming mandrel and begins to move the forming mandrel. 10. When contact is made with the forming mandrel, turn the forcing screw back one complete turn. Page 9929 Dimmer Switch: Service and Repair IP DIMMER SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Disable the SIR system. Refer to Disabling the SIR System in Restraint Systems. 2. Remove the Instrument Panel (IP) cluster trim plate from the IP carrier. 3. Disconnect the hazard warning switch electrical connector if required. 4. Disconnect the electrical connector from the dimmer switch (2). 5. With a small flat-bladed tool release the retaining tabs (1) for the dimmer switch (2). 6. From the front of the IP cluster trim plate push outward on the dimmer switch (2). This will remove the dimmer switch (2) from the IP cluster trim plate. INSTALLATION PROCEDURE 1. Align the dimmer switch (2) with the opening in the IP cluster trim plate. 2. Push inward on the dimmer switch (2) until fully seated into the IP cluster trim plate. 3. Connect the electrical connector to the dimmer switch (2). 4. Connect the hazard warning switch electrical connector if required. 5. Install the IP trim plate to the IP Carrier. 6. Enable the SIR system. Refer to Enabling the SIR System in Restraint Systems. Page 9921 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 6890 For vehicles repaired under warranty, use the table. Disclaimer Page 9824 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 4686 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 10851 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 9883 Oil Pressure Sender: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Remove the battery negative cable from the battery. 2. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 3. Remove the electrical connector from the engine oil pressure sensor. 4. Remove the engine oil pressure switch. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the engine oil pressure switch. Tighten the switch to 16 Nm (12 ft. lbs.). 2. Install the electrical connector to the engine oil pressure switch. 3. Lower the vehicle. 4. Install the battery negative cable to the battery. Page 939 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Campaign - T/S/Hazard Switch Warranty Extension Technical Service Bulletin # 04098A Date: 060111 Campaign - T/S/Hazard Switch Warranty Extension Bulletin No.: 04098A Date: January 11, 2006 SPECIAL POLICY Subject: 04098 - Special Policy Adjustment - Turn Signal/Hazard Warning Flashers Models: 1999-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am Supercede: This bulletin is being revised to include 2001-2002 Chevrolet Malibu, Oldsmobile Alero, and Pontiac Grand Am vehicles. Due to part availability, it is anticipated that customers will not be notified until late April 2006. In the meantime, should a customer bring in a 2001-2002 Chevrolet Malibu, Oldsmobile Alero, or Pontiac Grand Am vehicle because the turn signal/hazard warning flashers are inoperative, repair the vehicle as described in this bulletin and submit the claim using the labor code found in this bulletin. Please discard all copies of bulletin 04098 issued December 2004. Condition Some customers of 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass may have turn signal/hazard flashers that become inoperative. Special Policy Adjustment This special policy covers the condition described above for a period of 10 years or 150,000 miles (240,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For 1999-2000 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after December 23, 2004 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to December 23, 2004 must be submitted to the Service Contract provider. For 2001-2002 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after January 11, 2006 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to January 11, 2006 must be submiffed to the Service Contract provider. Vehicles Involved Page 6830 Conversion - English/Metric Diagram Information and Instructions Temperature Gauge: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 11020 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 6588 1. Assemble the NEW copper brake hose gaskets (2) and the brake hose bolt (1) to the brake hose. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the front brake hose-to-caliper bolt (3) to the caliper (4). ^ Tighten the brake hose-to-caliper bolt to 50 Nm (37 ft. lbs.). 3. Remove the rubber cap or plug from the exposed brake pipe fitting end. 4. Position the brake hose (2) into the mounting bracket and install the retaining clip (3). 5. Connect the front brake pipe (1) to the front brake hose (2). ^ Tighten the front brake pipe fitting to 27 Nm (20 ft. lbs.). 6. Visually inspect that the hose does not make contact with any part of the suspension. Check the hoses in extreme right and left turn conditions. If the hose makes contact, remove the hose and correct the condition. 7. Bleed the hydraulic brake system. 8. Lower the vehicle. Refer to Vehicle Lifting. Page 8482 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 4611 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 7165 Toe is a measurement of how much the front and/or rear wheels are turned in or out from a straight-ahead position. When the wheels are turned in, toe is positive (+). When the wheels are turned out, toe is negative (-). The actual amount of toe is normally only a fraction of a degree. The purpose of toe is to ensure that the wheels roll parallel. Toe also offsets the small deflections of the wheel support system that occur when the vehicle is rolling forward. In other words, with the vehicle standing still and the wheels set with toe-in, the wheels tend to roll parallel on the road when the vehicle is moving. Improper toe adjustment will cause premature tire wear and cause steering instability. Thrust Angles Description The front wheels aim or steer the vehicle. The rear wheels control tracking. This tracking action relates to the thrust angle (3). The thrust angle is the path that the rear wheels take. Ideally, the thrust angle is geometrically aligned with the body centerline (2). In the illustration, toe-in is shown on the left rear wheel, moving the thrust line (1) off center. The resulting deviation from the centerline is the thrust angle. Lead/Pull Description Lead/pull is the deviation of the vehicle from a straight path, on a level road, without hand pressure on the steering wheel. Lead/pull is usually caused by the following factors: ^ Tire construction ^ Uneven brake adjustment ^ Wheel alignment The way in which a tire is built may produce lead/pull. The rear tires will not cause lead. Torque Steer Description Diagrams A/C Refrigerant Pressure Sensor - HVAC Systems - Manual Left Page 6757 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2763 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 9712 Dimmer Switch: Service and Repair IP DIMMER SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Disable the SIR system. Refer to Disabling the SIR System in Restraint Systems. 2. Remove the Instrument Panel (IP) cluster trim plate from the IP carrier. 3. Disconnect the hazard warning switch electrical connector if required. 4. Disconnect the electrical connector from the dimmer switch (2). 5. With a small flat-bladed tool release the retaining tabs (1) for the dimmer switch (2). 6. From the front of the IP cluster trim plate push outward on the dimmer switch (2). This will remove the dimmer switch (2) from the IP cluster trim plate. INSTALLATION PROCEDURE 1. Align the dimmer switch (2) with the opening in the IP cluster trim plate. 2. Push inward on the dimmer switch (2) until fully seated into the IP cluster trim plate. 3. Connect the electrical connector to the dimmer switch (2). 4. Connect the hazard warning switch electrical connector if required. 5. Install the IP trim plate to the IP Carrier. 6. Enable the SIR system. Refer to Enabling the SIR System in Restraint Systems. A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 Valve Body: All Technical Service Bulletins A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 Bulletin No.: 07-07-30-025 Date: October 01, 2007 INFORMATION Subject: Information On 4T40-E (MN4) and 4T45-E (MN5) Front Wheel Drive Automatic Transmission Valve Body Reconditioning, DTC P0741, P0742, P0751, P0752, P0756, P0757, P1811, Harsh Shifts, Slips, No Drive, No Reverse Models: 1997-2005 Chevrolet Cavalier 1997-2007 Chevrolet Malibu 2005-2007 Chevrolet Cobalt 2006-2007 Chevrolet Malibu Maxx, HHR 1997-1998 Oldsmobile Cutlass 1999-2004 Oldsmobile Alero 1997-2005 Pontiac Sunfire 1999-2005 Pontiac Grand Am 2005-2006 Pontiac Pursuit (Canada Only) 2005-2007 Pontiac G6 2007 Pontiac GS 2000-2005 Saturn L-Series 2005-2007 Saturn ION, VUE 2007 Saturn Aura with Hydra-Matic(R) 4T40-E (RPO MN4) and 4T45-E (RPO MN5) Automatic Transmission The following new service information outlined in this bulletin will aid technicians in providing easy to follow valve body reconditioning instructions and new illustrations to simplify reassembly of the valve body. The service bulletin will also provide additional service information documents that are related to the 4L6x transmission family. Related Service Documents PIP 3253B - No Move Drive or Reverse 02-07-30-039F - Firm Transmission Shifts 02-07-30-050 - Engineering Change Valve Body If valve body cleaning is not required, Do Not disassembly bores unless it is necessary to verify movement of valves. Inspection Procedure Using the exploded views in this bulletin, inspect each bore for freedom of valve(s) movement and evidence of debris. Pay particular attention to those valves related to the customer's concern. Verify movement of the valves in their normal installed position. Valves may become restricted during removal or installation. This is normal due to small tolerances between the valves and bores. If a valve is restricted and cannot be corrected by cleaning valve and bore, then replace valve body. Describe restricted valve on repair order. Be sure all solenoids are installed with the electrical connectors facing the non-machined (cast) side of the valve body; otherwise, the solenoids will bind against the transmission case as the valve body bolts are tightened and damage may occur. Disassembly/Reassembly If a valve is restricted by a metal burr from machining that bore, remove valve and burr, then inspect movement in the valve's normal position. If no other debris or restrictions are found, then reassemble valve body and install in the transmission. If the valve body has been contaminated with debris from another transmission component failure, then disassemble all bores for complete cleaning of all valve body components. If possible keep individual bore parts separated for ease of reassembly. Use the following illustrations in this bulletin for a Page 7012 Fuse Block Left IP, C2 A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks Clutch: All Technical Service Bulletins A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Engine - GM dexos 1 and dexos 2(R) Oil Specifications Engine Oil: Technical Service Bulletins Engine - GM dexos 1 and dexos 2(R) Oil Specifications INFORMATION Bulletin No.: 11-00-90-001 Date: March 14, 2011 Subject: Global Information for GM dexos1(TM) and GM dexos2(TM) Engine Oil Specifications for Spark Ignited and Diesel Engines, Available Licensed Brands, and Service Fill for Adding or Complete Oil Change Models: 2012 and Prior GM Passenger Cars and Trucks Excluding All Vehicles Equipped with Duramax(TM) Diesel Engines GM dexos 1(TM) Information Center Website Refer to the following General Motors website for dexos 1(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 1(TM) Engine Oil Trademark and Icons The dexos(TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos‹›(TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos‹›(TM) specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 1(TM) engine oil. GM dexos 1(TM) Engine Oil Specification Important General Motors dexos 1(TM) engine oil specification replaces the previous General Motors specifications GM6094M, GM4718M and GM-LL-A-025 for most GM gasoline engines. The oil specified for use in GM passenger cars and trucks, PRIOR to the 2011 model year remains acceptable for those previous vehicles. However, dexos 1(TM) is backward compatible and can be used in those older vehicles. In North America, starting with the 2011 model year, GM introduced dexos 1(TM) certified engine oil as a factory fill and service fill for gasoline engines. The reasons for the new engine oil specification are as follows: - To meet environmental goals such as increasing fuel efficiency and reducing engine emissions. - To promote long engine life. - To minimize the number of engine oil changes in order to help meet the goal of lessening the industry's overall dependence on crude oil. dexos 1(TM) is a GM-developed engine oil specification that has been designed to provide the following benefits: - Further improve fuel economy, to meet future corporate average fuel economy (CAFE) requirements and fuel economy retention by allowing the oil to maintain its fuel economy benefits throughout the life of the oil. - More robust formulations for added engine protection and aeration performance. Page 443 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 4971 Various symbols are used in order to describe different service operations. A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 9798 Electrical Symbols Part 1 Page 2956 Crankshaft Position Sensor: Connector Views Crankshaft Position (CKP) Sensor A Crankshaft Position (CKP) Sensor B Page 4118 Equivalents - Decimal And Metric Part 1 Page 5144 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 2890 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 10762 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 2033 Locations Modular Fuel Sender And Fuel Tank Pressure Sensor Service and Repair Cowl Moulding / Trim: Service and Repair Air Inlet Grille Panel Replacement Tools Required J 38778 Door Trim Pad and Garnish Clip Remover Removal Procedure 1. Open the hood. 2. Remove the wiper arm assemblies. 3. Disconnect the washer tubing from the air inlet screen. 4. Using J 38778, remove the air inlet grille panel push-in retainers (1) from the panel. 5. Remove the air inlet grille panel from the vehicle. Installation Procedure 1. Position the air inlet grille panel to the vehicle. 2. Install the air inlet grille panel push-in retainers (1) to the panel. 3. Connect the washer tubing to the air inlet panel. 4. Install the wiper arms and blade assemblies. 5. Close the hood. Page 7725 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 5102 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 10189 Various symbols are used in order to describe different service operations. Page 1656 RH IP Fuse Block Service and Repair Fog/Driving Lamp Relay: Service and Repair REMOVAL PROCEDURE 1. Open the passenger front door. 2. Remove the right side IP End Cover. 3. Remove the fog lamp relay from the electrical center. INSTALLATION PROCEDURE 1. Install the fog lamp relay to the electrical center. 2. Install the right side IP End Cover. 3. Close the passenger front door. Page 7678 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2130 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 6024 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 5984 positive identification and location of individual parts: Valve Body Spring and Bore Plug Chart (Metric) Page 10451 Parts Information Customer Notification General Motors will notify customers of this special policy on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Page 4792 Fuel Tank Unit: Service and Repair FUEL SENDER ASSEMBLY REPLACEMENT REMOVAL PROCEDURE CAUTION: In order to reduce the risk of fire and personal injury that may result from a fuel leak, always replace the fuel sender gasket when reinstalling the fuel sender assembly. 1. Remove the fuel tank (4). IMPORTANT: ^ The modular fuel sender assembly may spring up from position. ^ When removing the modular fuel sender assembly from the fuel tank, be aware that the reservoir bucket is full of fuel. The reservoir must be tipped slightly during removal to avoid damage to the float. Discard the fuel sender seal and replace the seal with a new one. ^ Carefully discard the reservoir fuel into an approved container. 2. Press down and rotate the cam lock ring (1) until free of the fuel sender retaining tabs. 3. Remove the modular fuel sender assembly. 4. Remove the fuel level sensor. INSTALLATION PROCEDURE 1. Install the fuel level sensor. 2. Install a new seal on the fuel tank (4). 3. Align the fuel lines parallel with the mark on the fuel tank. Page 8509 Disclaimer Page 10310 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 2473 Coolant: Fluid Type Specifications Engine Coolant 50/50 mixture of clean, drinkable water and use only GM Goodwrench(R) or Havoline(R) Silicate-Free DEX-COOL(R). Page 6436 4. Slide the rotor all the way to the hub and hold it in place until you have placed one of the conical washers (with the tapered hole side facing out) and run the first lug nut up tight by hand so the rotor doesn't move when you release it. 5. Place the conical washers on the rest of the studs (with the tapered hole side facing out), start and snug the lug nuts by hand. 6. Using the one half inch drive impact wrench and a torque stick (J 39544) or equivalent, start with the lug nut opposite of the one you first tightened by hand and tighten the lug nuts using a star pattern until they touch the hub but do not completely torque. Then again, starting with the first lug nut you tightened by hand, tighten all the lug nuts in a star pattern to the specific vehicle torque specification. 7. DO NOT reinstall the caliper or the wheel at this time. On-Car Type Lathe 1. Leave the On-Car adapter on the wheel. 2. Proceed to Step 9. 9. Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor outboard friction surface approximately 6.35 mm (0.25 in) from the rotor's outer edge. The stylus should be perpendicular to the friction surface of the rotor. Important Make sure the dial indicator needle tip is screwed tight, a loose tip could cause false readings. 10. Measure for LRO. Follow the procedure below to determine if the LRO is within specification (0.050 mm (0.002 in) or LESS). 1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is indicated and set the dial indicator to zero. 2. Rotate the rotor from the low point and locate the point with the highest dial indicator reading (rotor "high spot"). Note the amount and mark the location of the "high spot" on the rotor and mark the closest wheel stud relative to this location. If the high point falls between two studs, mark both studs. In instances where the vehicle has "capped lug nuts" you should mark the hub. 11. If the Lateral Run Out (LRO) measurement is 0.050 mm (0.002 in) or LESS, no correction is necessary. Go to Step 15 if this is the first rotor completed. Go to Step 16 if this is the second rotor completed. If the LRO is GREATER than 0.050 mm (0.002 in), go to Step 12. 12. If the LRO measurement is greater than 0.050 mm (0.002 in), use the following procedure to correct for LRO: Important If the LRO measurement is over 0.279 mm (0.011 in), determine the source or cause of the LRO and correct it (i.e. verify drive axle nut torque specification, refinished rotor is source of LRO due to a lathe qualification issue - see "Brake Lathe Calibration Procedure"). Hubless Rotor 1. Remove the rotor and using the Brake Align(R) application chart (found in TSB 01-05-23-001B), choose the correct plate to bring the rotor LRO to 0.050 mm (0.002 in) or less. The plates come in 0.0762 mm (0.003 in), 0.1524 mm (0.006 in) and 0.2286 (0.009 in) compensation. For more information on proper plate selection, see the instruction video/DVD included in the "Brake Align(R)" kit or TSB 01-05-23-001B. 2. Align the V-notch of the selected Brake Align(R) correction plate to the marked wheel stud ("high spot") or between the two points marked (if the "high spot" is between two wheel studs). Important IF Brake Align(R) Correction Plates are not available for the vehicle being serviced, refer to SI Document - Brake Rotor Assembled Lateral Runout Correction for correcting LRO. Important Per Brake Align(R) manufacturer, NEVER attempt to stack two or more Correction Plates together on one hub. NEVER attempt to reuse a previously installed Correction Plate. 3. Reinstall the rotor using the same method and precautions as the first time - found in Step 8. Make sure to index the rotor correctly to the marks made in step 10, otherwise LRO will be comprised. Hubbed / Captured / Trapped Rotor 1. Measure the rotor thickness. 2. Refinish or replace the rotor (see Service Information for further details). Page 3950 Spark Plug Wire Inspection Ignition Cable: Service and Repair Spark Plug Wire Inspection Spark plug wire integrity is vital for proper engine operation. A thorough inspection will be necessary to accurately identify conditions that may affect engine operation. Refer to the list below for items to be inspected. 1. Inspect for correct routing of the spark plug wires. Improper routing may cause cross-firing. Refer to Spark Plug Wire Replacement. 2. Inspect each wire for any signs of cracks or splits in the wire. 3. Inspect each boot for the following conditions: ^ Tearing ^ Piercing ^ Arcing ^ Carbon Tracking ^ Corroded terminal If corrosion, carbon tracking or arcing are indicated on a spark plug wire boot or terminal both the wire and the component connected to the wire should be replaced. Page 4134 Fuel Level Sensor: Service and Repair REMOVAL PROCEDURE 1. Remove the fuel sender assembly. 2. Remove the fuel pump electrical retaining clip at the top of the fuel sender assembly. 3. Disconnect the fuel pump and fuel level sensor electrical connector. 4. Depress the 3 tabs (1) securing upper fuel reservoir and slide upward until free of lower reservoir (2). 5. Depress the tab on the fuel level sensor (1) while sliding up and out of the housing. 6. Remove the retaining clip from the electrical connector. 7. Remove the fuel level sensor wires from the connector, taking care to note the location of the wires. INSTALLATION PROCEDURE IMPORTANT: ^ Make sure the wires are routed under the fuel level sensor. ^ Make sure the tab locks in place. Page 3357 Knock Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 3233 Electrical Symbols Part 3 Page 7491 ^ Excessive lateral runout of the wheel The tire waddle is most noticeable at a low speed of about 8 - 48 km/h (5 - 30 mph). Tire waddle may appear as ride roughness at 80 - 113 km/h (50 - 70 mph). Tire waddle may appear as a vibration at 80 - 113 km/h (50 - 70 mph). Inspection Procedure 1. Raise and support the vehicle with safety stands. Refer to Vehicle Lifting. Caution: Wear gloves when inspecting the tires in order to prevent personal injury from steel belts sticking through the tire. 2. Perform the following preliminary inspection: 2.1. Mark the tire with a crayon in order to note the start and the stop position. 2.2. Rotate each tire and wheel by hand. 2.3. Inspect the tire for bulges or bent wheels. Replace as necessary. 3. Use tire substitution in order to identify the faulty tire. Perform the following steps for a tire substitution check: 3.1. Use a comparable tire in order to replace each tire, one at a time. 3.2. Test drive the vehicle. 3.3. If the problem is tire or wheel related, you will eliminate the problem when you remove the faulty tire from the vehicle. Page 2046 Diagnostic Aids The drive belt(s) will not cause the whine noise. If the whine noise is intermittent, verify the accessory drive components by varying their loads making sure they are operated to their maximum capacity. Such items but not limited to may be an A/C system overcharged, the power steering system restricted or the wrong fluid, or the generator failing. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 3. This test is to verify that the noise is being caused by the drive belt(s) or the accessory drive components. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. The inspection should include checking the drive belt tensioner and the drive belt idler pulley bearings. The drive belt(s) may have to be installed and the accessory drive components operated separately by varying their loads. Refer to the suspected accessory drive component for the proper inspection and replacement procedure. Park/Neutral Position (PNP) Switch, C1 Page 9859 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 5181 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Locations Locations View Page 2764 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 922 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Specifications Fluid Pressure Sensor/Switch: Specifications TFP Switch, Valve Body, Channel Plate-M6 x 1.0 x 51.0 (Qty 3) ........................................................ ......................................................................................................................................... 12 Nm (106 inch lbs.) TFP Switch, Valve Body, Channel Plate-M6 x 1.0 x 63.0 (Qty 1) ........................................ ......................................................................................................................................................... 12 Nm (106 inch lbs.) TFP Switch, Valve Body, Channel Plate to Case-M6 x 1.0 x 90.0 (Qty 2) ............ .............................................................................................................................................................. ....................... 12 Nm (106 inch lbs.) Pressure Switch Assembly Bolts ......................................................................................................................................................... 12 Nm (106 inch lbs.) Page 10128 Equivalents - Decimal And Metric Part 1 Page 6937 1. Install the relay (2) in the same position as removed. 2. Install the electrical center cover. Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Specifications Connecting Rod Bearing: Specifications Connecting Rod Bearing Cap Nut First Pass ............................................................................................................................................. .................................................. 20 Nm (15 ft. lbs.) Final Pass ........................................................... ............................................................................................................................................... 75 degrees Connecting Rod Connecting Rod Bearing Journal Diameter ................................................................................ 50.768 - 50.784 mm (1.9987 - 1.9994 in) Connecting Rod Bearing Journal Taper .............................................................................................................................................. 0.005 mm (0.0002 in) Connecting Rod Bearing Journal Out Of Round ............................................................................................................................. 0.005 mm (0.0002 inch) Connecting Rod Bearing Bore Diameter ............................................................................................................... 53.962 - 53.984 mm (2.124 2.125 inch) Connecting Rod Inside Bearing Diameter ............................................................................................................. 50.812 - 50.850 mm (2.000 2.002 inch) Connecting Rod Bearing Journal Clearance .......................................................................................................... 0.018 - 0.062 mm (0.0007 0.0024 inch) Connecting Rod Side Clearance .................................................................................................................................... 0.18 - 0.44 mm (0.007 - 0.017 inch) Page 2902 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 5551 Disclaimer Page 6817 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 1322 Window Switch - RR Page 736 Camshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 5089 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 5193 Crankshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 1120 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 854 Intake Air Temperature (IAT) Sensor Page 2739 Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 696 Electrical Symbols Part 1 Page 542 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 10492 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Service and Repair Sound Proofing / Insulation: Service and Repair Fender Sound Insulator Replacement - Front Removal Procedure 1. Remove the front wheelhouse panel liner. 2. Remove the front fender sound insulator retainers (1) and (2) from the fender. 3. Remove the front fender sound insulator (3) from the vehicle. Installation Procedure 1. Install the front fender sound insulator (3) to the vehicle. 2. Install the front fender insulator retainers (1) and (2) to the fender. 3. Install the front wheelhouse panel liner. Page 10473 15. Install the ignition switch bezel to the IP and press into place until fully seated. 16. Verify hazard warning switch operation. OnStar(R) - Aftermarket Device Interference Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer A/T - 4L60/65E, No Reverse/2nd or 4th Gear Sun Gear: Customer Interest A/T - 4L60/65E, No Reverse/2nd or 4th Gear TECHNICAL Bulletin No.: 00-07-30-022D Date: June 10, 2008 Subject: No Reverse, Second Gear or Fourth Gear (Replace Reaction Sun Shell with More Robust Heat Treated Parts) Models: 1993 - 2005 GM Passenger Cars and Light Duty Trucks 2003 - 2005 HUMMER H2 with 4L60/65-E Automatic Transmission (RPOs M30 or M32) Supercede: This bulletin is being revised to add 2005 model year to the parts information. Please discard Corporate Bulletin Number 00-07-30-022C (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a no reverse, no second or no fourth gear condition. First and third gears will operate properly. Cause The reaction sun gear (673) may not hold inside the reaction sun shell (670). Correction Important: There are FOUR distinct groups of vehicles and repair procedures involved. Vehicles built in the 2001 model year and prior that make use of a reaction shaft to shell thrust washer: ^ The sun shell can be identified by four square holes used to retain the thrust washer. Use reaction sun shell P/N 24228345, reaction carrier to shell thrust washer (699B) P/N 8642202 and reaction sun gear shell thrust washer (674) P/N 8642331er (674) P/N 8642331along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and prior that have had previous service to the reaction sun shell: It is possible that some 2001 and prior model year vehicles have had previous service to the reaction sun shell. At the time of service, these vehicles may have been updated with a Reaction Sun Shell Kit (Refer to Service Bulletin 020730003) without four square holes to retain the thrust washer. If it is found in a 2001 model year and prior vehicles that the reaction sun shell DOES NOT have four square holes to retain the thrust washer, these vehicles must be serviced with P/Ns 24229825 (674), 24217328 and 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and later that make use of a reaction shaft to shell thrust bearing: The sun shell can be identified by no holes to retain the thrust washer. Use reaction sun shell, P/N 24229825, reaction carrier shaft to shell thrust bearing (669A), P/N 24217328 and reaction sun gear shell thrust washer (674), P/N 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built from November, 2001 through June, 2002: These vehicles should have the reaction carrier shaft replaced when the sun shell is replaced. Use shell kit P/N 24229853, which contains a sun shell (670), a reaction carrier shaft (666), a reaction carrier shaft to shell thrust bearing (669A) and a reaction sun gear shell thrust washer (674). The appropriate seals and washers listed below should also be used. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Follow the service procedure below for diagnosis and correction of the no reverse, no second, no forth condition. Important: If metallic debris is found on the transmission magnet, the transmission must be completely disassembled and cleaned. Metallic debris is defined as broken parts and pieces of internal transmission components. This should not be confused with typical "normal" fine particles found on all transmission magnets. Failure to properly clean the transmission case and internal components may lead to additional repeat repairs. 1. Remove the transmission oil pan and inspect the magnet in the bottom of the pan for metal debris. Refer to SI Document ID # 825141. Page 5478 Page 6273 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 2608 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 9434 6. Pull the draw string through the tabs on the seat frame and tie off. 7. Install the rear seat cushion. Restraints - Driver/Passenger Seat Head Rest Information Head Restraint System: Technical Service Bulletins Restraints - Driver/Passenger Seat Head Rest Information INFORMATION Bulletin No.: 10-08-50-003A Date: March 24, 2011 Subject: Information on Driver or Passenger Seat Head Restraint Concerns with Comfort, Custom Upholstery or Other Comfort Enhancing Devices Models: 2012 and Prior GM Passenger Cars and Trucks Equipped with Adjustable Head Restraints Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 10-08-50-003 (Section 08 - Body and Accessories). Important ON A GM VEHICLE EQUIPPED WITH ADJUSTABLE HEAD RESTRAINTS, USE THE HEAD RESTRAINT COVERS, FOAM AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER OR REPOSITION THE HEAD RESTRAINT SYSTEM. ANY ALTERATIONS TO HEAD RESTRAINTS DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER DESIGN ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. You may have a customer with a concern that the head restraint is uncomfortable or sits too far forward. The front driver and passenger seats are equipped with head restraints that have been designed to help minimize injuries while still providing comfort to the occupants. Each GM vehicle has its own specifically designed head restraint. The head restraints should only be used in the vehicle for which they were designed. The head restraint will not operate to its design intent if the original foam is replaced (1) by non-GM foam or head restraint, (2) by GM foam or head restraint designed for a different vehicle, (3) by GM foam or head restraint that has been altered by a trim shop or (4) if any object, such as an aftermarket comfort enhancing pad or device, is installed. Never modify the design of the head restraint or remove the head restraint from the vehicle as this may interfere with the operation of the seating and restraint systems and may prevent proper positioning of the passenger within the vehicle. Disclaimer Page 7776 1. Install the shaft key into the hub groove (4). Allow the key to project 3.2 mm (1/8 in) out of the keyway. 2. Clean the surfaces of the clutch plate (1) and the clutch rotor (2) before installing the clutch plate and hub assembly. 3. Align the shaft key in the clutch plate (4) with the keyway in the compressor shaft (3) and install the clutch plate. 4. Remove the J 33013-B remover-installer center screw and reverse the body direction on the center screw. 5. Install the J 33013-B remover-installer with bearing (1) into the clutch plate (3) and hub assembly (2). 6. Back the body of the J 33013-B remover-installer off then thread the center screw several turns into the end of the compressor shaft. 7. Hold the center screw with a wrench and tighten the hex portion of the J 33013-B body to press the hub onto the shaft. 8. Remove the J 33013-B and insure that the shaft key is still in place in the keyway. 9. Reinstall the J 33013-B. Page 3468 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 706 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 6863 Fuse Block Underhood, C3 Page 6485 Page 3566 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4802 5. Remove the idle air control valve. 6. Remove the idle air control valve O-ring. INSTALLATION PROCEDURE NOTE: The IAC valve may be damaged if installed with the cone (pintle) extended more than 28 mm (1-1/8 in). Measure the distance that the valve is extended before installing a new valve. The distance from the idle air control valve motor housing to the end of the idle air control valve pintle should be less than 28 mm (1-1/8 in). Manually compress the pintle until the extension is less than 28 mm (1-1/8 in). Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: Customer Interest Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Page 3792 Electrical Symbols Part 1 Page 201 Equivalents - Decimal And Metric Part 1 Page 4797 Idle Speed/Throttle Actuator - Electronic: Testing and Inspection CIRCUIT DESCRIPTION The engine idle speed is controlled by the idle air control (IAC) valve. The IAC valve is on the throttle body. The IAC valve pintle moves in and out of an idle air passage bore to control air flow around the throttle plate. The valve consists of a movable pintle, driven by a gear attached to a two phase bi-polar permanent magnet electric motor called a stepper motor. The stepper motor is capable of highly accurate rotation, or of movement, called steps. The stepper motor has two separate windings that are called coils. Each coil is fed by two circuits from the powertrain control module (PCM). When the PCM changes polarity of a coil, the stepper motor moves one step. The PCM uses a predetermined number of counts to determine the IAC pintle position. Observe IAC counts with a scan tool. The IAC counts will increment up or down as the PCM attempts to change the IAC valve pintle position. An IAC Reset will occur when the ignition key is turned OFF. First, the PCM will seat the IAC pintle in the idle air passage bore. Second, the PCM will retract the pintle a predetermined number of counts to allow for efficient engine start-up. If the engine idle speed is out of range for a calibrated period of time, an idle speed diagnostic trouble code (DTC) may set. DIAGNOSTIC AIDS Inspect for the following conditions: ^ High resistance in an IAC circuit. ^ The correct positive crankcase ventilation (PCV) valve, properly installed and proper operation of the PCV valve ^ Proper operation and installation of all air intake components ^ Proper installation and operation of the mass air flow sensor (MAF), if equipped ^ A tampered with or damaged throttle stop screw ^ A tampered with or damaged throttle plate, throttle shaft, throttle linkage, or cruise control linkage, if equipped ^ A skewed high throttle position (TP) sensor. ^ Excessive deposits in the IAC passage or on the IAC pintle ^ Excessive deposits in the throttle bore or on the throttle plate ^ Vacuum leaks ^ A high or unstable idle condition could be caused by a non-IAC system problem that can not be overcome by the IAC valve. Refer to Symptoms-Computers and Controls Systems. See: Computers and Control Systems/Testing and Inspection/Symptom Related Diagnostic Procedures ^ If the condition is determined to be intermittent, refer to Intermittent Conditions. See: Computers and Control Systems/Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic Strategies/Intermittent Conditions TEST DESCRIPTION Steps 1-2 Page 4678 Electrical Symbols Part 2 Page 6211 Parts are currently available from GMSPO. Disclaimer Page 4020 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 8748 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 10014 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 6927 Relay Box: Service and Repair Attached to Wire Harness REMOVAL PROCEDURE 1. Locate the relay. Refer to the Master Electrical Component List. 2. Remove any fasteners which hold the relay in place. 3. Remove any Connector Position Assurance (CPA) devices or secondary locks. IMPORTANT: Use care when removing a relay in a wiring harness when the relay is secured by fasteners or tape. 4. Separate the relay (1) from the wire harness connector (2). INSTALLATION PROCEDURE 1. Connect the relay (1) to the wire harness connector (2). 2. Install any Connector Position Assurance (CPA) devices or secondary locks. 3. Install the relay using any fasteners or tape that originally held the relay in place. Page 10400 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 4319 3. Install the 2 TP sensor fasteners, using a thread-locking compound on the screws. Loctite(R) 262, GM P/N #1052624., or equivalent should be used. Tighten Tighten the TP sensor attaching screws to 2 N.m (18 lb in). 4. Connect the TP sensor electrical connector. 5. Install the air intake duct. Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Page 3727 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 2131 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 7634 Air Door Actuator / Motor: Description and Operation AIR TEMPERATURE ACTUATOR The vehicle operator can determine the air temperature by turning the temperature control, located on the HVAC control assembly, to any setting. The temperature switch can change the vehicle's air temperature regardless of the HVAC mode setting, heater, A/C or OFF. The underhood junction block provides power to the air temperature actuator through the ignition 3 voltage circuit. Power and ground are provided to the HVAC control assembly by the ignition 3 voltage and ground circuits. When a desired temperature setting is selected, a variable resistor is used to determine the air temperature door control signals value. A variable resistor inside the HVAC control assembly provides a varying ground to the air temperature actuator through the air temperature door control circuit. This changes the 12 volt signal coming into the actuator and varies the voltage so the actuator is moved into the proper position. The motor opens the air temperature actuator to a position to divert sufficient air past the heater core to achieve the desired vehicle temperature. Ground is provided by the ground circuit. Page 3522 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 4400 Various symbols are used in order to describe different service operations. Page 3661 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 10003 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 10244 Page 3739 Engine Control Module: Description and Operation POWERTRAIN CONTROL MODULE (PCM) DESCRIPTION Powertrain Control Module (PCM) Description The powertrain has electronic controls to reduce exhaust emissions while maintaining excellent driveability and fuel economy. The Powertrain Control Module (PCM) is the control center of this system. The PCM monitors numerous engine and vehicle functions. The PCM constantly looks at the information from various sensors and other inputs, and controls the systems that affect vehicle performance and emissions. The PCM also performs the diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the Malfunction Indicator Lamp ( MIL). When the PCM detects a malfunction, the PCM stores a Diagnostic Trouble Code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. Review the components and wiring diagrams in order to determine which systems are controlled by the PCM. The Powertrain Control Module (PCM) contains the remainder of the logic of the theft deterrent system. If a class 2 message containing a valid password is received from the BCM, the PCM will continue to allow the fuel injectors to operate. The PCM will allow the fuel injectors to operate until it decides there is no valid password coming from the BCM If the PCM does not receive a class 2 message, or receives a class 2 message with an incorrect password, the engine will crank and will not run or will start and stall immediately. Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4163 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols A/T - No Movement in Drive or 3rd Gear Clutch: Customer Interest A/T - No Movement in Drive or 3rd Gear TECHNICAL Bulletin No.: 08-07-30-027 Date: June 04, 2008 Subject: No Movement When Transmission is Shifted to Drive or Third - Normal Operation When Shifted to Second, First or Reverse (Replace Forward Sprag Assembly) Models: 1982 - 2005 GM Passenger Cars and Light Duty Trucks 2006 - 2007 Buick Rainier 2006 Cadillac Escalade, Escalade ESV, Escalade EXT 2006 Chevrolet SSR 2006 - 2008 Chevrolet Avalanche, Colorado, Express, Silverado Classic, Silverado, Suburban, Tahoe, TrailBlazer 2006 GMC Yukon Denali, Yukon Denali XL 2006 - 2008 GMC Canyon, Envoy, Savana, Sierra Classic, Sierra, Yukon, Yukon XL 2006 Pontiac GTO 2006 - 2007 HUMMER H2 2006 - 2008 HUMMER H3 2006 - 2008 Saab 9-7X with 4L60, 4L60E, 4L65E or 4L70E Automatic Transmission (RPOs MD8, M30, M32, M33 or M70) Condition Some customers may comment that the vehicle has no movement when the transmission is shifted to DRIVE or THIRD position, but there is normal operation when it is shifted to SECOND, FIRST or REVERSE position. Cause This condition may be caused by a damaged forward sprag assembly (642). Correction When inspecting the sprag, it is important to test the sprag for proper operation by holding the outer race (644) with one hand while rotating the input sun gear (640) with the other hand. The sun gear should rotate only in the counterclockwise direction with the input sun gear facing upward. If the sprag rotates in both directions or will not rotate in either direction, the sprag elements should be inspected by removing one of the sprag assembly retaining rings (643). Refer to SI Unit Repair section for forward clutch sprag disassembly procedures. If the sprag is found to be damaged, make repairs to the transmission as necessary. A new forward roller clutch sprag assembly is now available from GMSPO. Weatherstrip Replacement - Rear Door Opening Rear Door Weatherstrip: Service and Repair Weatherstrip Replacement - Rear Door Opening Weatherstrip Replacement - Rear Door Opening Removal Procedure 1. Remove the carpet retainer. 2. Remove the center pillar upper trim panel. 3. Remove the center pillar lower trim panel. 4. Remove the rear quarter upper trim panel. 5. Remove the body lock pillar trim panel. 6. Remove the door opening weatherstrip (1) from the door opening. 7. Grasp the weatherstrip (1) and pull it from the body flange. 8. Clean any adhesive from the body flange using 3M(TM) adhesive remover P/N 8984, or equivalent. Installation Procedure 1. Apply a small amount of weatherstrip adhesive GM P/N 12345096, or equivalent to the weatherstrip. 2. Install the door opening weatherstrip by aligning the appropriate color dot (1) with the top rear of the door opening and pressing until fully seated. 3. Finish installing the door opening weatherstrip by pressing the weatherstrip into place in a clockwise direction around the door opening. 4. Install the rear quarter upper trim panel. 5. Install the body lock pillar trim panel. Page 3822 Knock Sensor: Description and Operation PURPOSE The knock sensor (KS) system enables the Powertrain Control Module (PCM) to control the ignition timing advance for the best possible performance while protecting the engine from potentially damaging levels of detonation. The sensors in the KS system are used by the PCM as microphones to listen for abnormal engine noise that may indicate pre-ignition/detonation. SENSOR DESCRIPTION There are 2 types of KS currently being used: ^ The broadband single wire sensor ^ The flat response two wire sensor Both sensors use piezo-electric crystal technology to produce and send signals to the PCM. The amplitude and frequency of this signal will vary constantly depending on the vibration level within the engine. Flat response and broadband KS signals are processed differently by the PCM. The major differences are outlined below: ^ All broadband sensors use a single wire circuit. Some types of controllers will output a bias voltage on the KS signal wire. The bias voltage creates a voltage drop the PCM monitors and uses to help diagnose KS faults. The KS noise signal rides along this bias voltage, and due to the constantly fluctuating frequency and amplitude of the signal, will always be outside the bias voltage parameters. Another way to use the KS signals is for the PCM to learn the average normal noise output from the KS. The PCM uses this noise channel, and KS signal that rides along the noise channel, in much the same way as the bias voltage type does. Both systems will constantly monitor the KS system for a signal that is not present or falls within the noise channel. ^ The flat response KS uses a two-wire circuit. The KS signal rides within a noise channel which is learned and output by the PCM. This noise channel is based upon the normal noise input from the KS and is known as background noise. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the KS signal, keeping the signal within the channel. If there is knock, the signal will range outside the noise channel and the PCM will reduce spark advance until the knock is reduced. These sensors are monitored in much the same way as the broadband sensors, except that an abnormal signal will stay outside of the noise channel or will not be present. KS diagnostics can be calibrated to detect faults with the KS diagnostic inside the PCM, the KS wiring, the sensor output, or constant knocking from an outside influence such as a loose or damaged component. In order to determine which cylinders are knocking, the PCM uses KS signal information when the cylinders are near Top Dead Center (TDC) of the firing stroke. Body - Creak/Groan When Opening/Closing Doors Front Door Hinge: All Technical Service Bulletins Body - Creak/Groan When Opening/Closing Doors File In Section: 08 - Body and Accessories Bulletin No.: 01-08-64-020C Date: October, 2004 TECHNICAL Subject: Creak Noise When Opening or Closing Doors (Apply Lubricant to Check Link) Models: 2001-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 2001-2004 Oldsmobile Alero 2001-2005 Pontiac Grand Am This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 01-08-64-020B (Section 08 - Body and Accessories). Condition Some customers may comment on a creak or squeak noise when opening or closing one or more doors. Cause This condition may be caused by the door check link spring saddle. Correction Important: To prevent overspray from landing on the door glass, make sure all windows are rolled up before applying the lubricant to the check link. Slide the check link grommet back and spray GM Lubriplate(R) Lubricant, P/N 89021668 (in Canada, use P/N 89021674), or equivalent, on the check link saddle using a "straw" type nozzle extension. The nozzle extension should be inserted slightly into the opening above the check link arm and sprayed toward the outside of the door. If the nozzle is inserted too far into the door, it will go past the check link spring saddle and the lubricant will miss its target. Move the nozzle back and forth while spraying to distribute the lubricant. Open and shut the door until the noise is gone. Reinstall the check link grommet in the door. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 1292 Electrical Symbols Part 4 Page 9248 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 3576 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 7015 Fuse Block Right IP, C2 Page 10491 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Brake Pressure Modulator Valve (BPMV) Bracket Replacement Hydraulic Control Assembly - Antilock Brakes: Service and Repair Brake Pressure Modulator Valve (BPMV) Bracket Replacement Brake Pressure Modulator Valve BPMV Bracket Replacement Removal Procedure Caution: For safety reasons, the brake pressure modulator valve assembly must not be repaired, the complete unit must be replaced. With the exception of the EBCM, no screws on the brake pressure modulator valve assembly, may be loosened. If screws are loosened, it will not be possible to get the brake circuits leak-tight and personal injury may result. 1. Remove the battery. 2. Remove the battery tray. Important: Note the locations of the brake pipes in order to aid in installation. 3. Disconnect the caliper and wheel cylinder brake pipes (2) from the BPMV (3). Cover the ends of the brake pipes to avoid dripping or contamination. 4. Disconnect the master cylinder brake pipes (1) from the BPMV (3). Cover the ends of the brake pipes to avoid dripping or contamination. 5. Raise and support the vehicle on a suitable hoist. Refer to Vehicle Lifting. 6. Remove the front engine splash shield. 7. Remove the left engine splash shield. 8. Disconnect the Connector Position Assurance (CPA) (2) from the EBCM connector. 9. Push the lock tab (1) down and then move the sliding connector cover to the open position. Page 3875 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Powertrain Control Module (PCM) Replacement Engine Control Module: Service and Repair Powertrain Control Module (PCM) Replacement REMOVAL PROCEDURE NOTE: In order to prevent internal damage to the PCM, the ignition must be OFF when disconnecting or reconnecting the PCM connector. Service should normally consist of either replacement of the powertrain control module (PCM) or electrically erasable programmable read-only memory (EEPROM) re-programming. If the diagnostic procedures call for the PCM to be replaced, the PCM should be inspected first in order to verify the PCM is the correct part. DTC P0602 indicates the EEPROM programming has malfunctioned. When DTC P0602 is set, re-program the EEPROM. CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Remove the left hush panel. 3. Loosen the PCM connector screws (1). NOTE: Do not touch the PCM connector pins or soldered components on the circuit board in order to prevent possible electrostatic discharge (ESD) damage. Do not remove the integrated circuit boards from the carrier. 4. Disconnect the PCM electrical connectors. 5. Depress the PCM retaining tabs. Page 3257 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 863 Electrical Symbols Part 3 Page 9332 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 8343 Page 8106 Disclaimer Page 2937 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 83 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 4214 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: Customer Interest OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 488 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2748 Engine Control Module: Technical Service Bulletins PCM - Intermittent Communication or DTC Codes Stored File In Section: 08 - Body and Accessories Bulletin No.: 02-08-116-001 Date: January, 2002 INFORMATION Subject: Intermittent Communication or Serial Data DTC Codes Stored in History Models: 1997-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1997-1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1) Ignition Switch Usage It is possible to set a Serial Data DTC Code with improper usage of the ignition switch. On the above vehicles, if the ignition key is held between the ACCESSORY and ON position for over 5 seconds, and then rotated to ON and START sequentially, it is possible to set various DTC codes. The customer may see an illuminated Service Engine Soon, ABS and/or ETS OFF (Electronic Traction System) telltale. The next time the ignition switch is cycled, any set DTC codes will be stored in history and any telltales will be turned off. Important: If the above condition is encountered and the ETS OFF and ABS lights are illuminated, the ABS and ETS systems will be deactivated for that key cycle. Normal functioning of these systems will resume with the next key cycle. Why Does This Happen? If the ignition switch is held between the ACCESSORY and ON detent positions, it is possible to find a spot where the Ignition 1 input will be lost. If this condition remains for over 5 seconds, the PCM will interpret the loss of that signal as a communication fault and set an appropriate DTC code. How to Resolve This Issue ^ Instruct the customer on the proper operation of the ignition switch. ^ Instruct the customer not to "fiddle" with the switch. Actions such as slowly turning the key in order to see what instrument panel displays light in what order should be discouraged. ^ Do not attempt to hold the switch between detent positions. ^ Assure the customer that no fault exists in the vehicle and that under normal operating conditions, this concern should not reappear. ^ There are no possible software changes that will prevent the above condition. ^ Do not attempt to replace the ignition switch to remedy this condition. ^ You may clear the history codes to eliminate any later diagnostic confusion. Refer to the Tech 2 Diagnostic Scan Tool Operating Manual for specific instructions on clearing history codes. Important: Do not attempt any repairs on the vehicle to remedy this condition. DISCLAIMER Page 738 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4642 Steps 8-14 The numbers below refer to the step numbers on the diagnostic table. 4. This step tests for a short to ground on the fuel ignition 1 voltage supply circuit of the fuel injector. 5. This step tests for a short to a PCM ground on the ignition 1 voltage supply circuit of the fuel injector. 6. This step tests for an open between the multi-way connector and the fuel injectors. 7. This step tests for an open or high resistance between the multi-way connector and the fuel injectors. Page 4387 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 3807 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 964 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 5296 Page 3767 Steps 12-19 The numbers below refer to the step numbers on the diagnostic table. 5. This test will determine the ability of the PCM and IAC valve circuits to control the IAC valve. 7. This test will determine the ability of the PCM to provide the IAC valve circuits with a ground. On a normally operating system, the test lamp should not flash while the IAC counts are incrementing. Page 9335 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Testing and Inspection Oil Pressure Warning Lamp/Indicator: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Testing and Inspection. Page 4212 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 4552 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 2538 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 6933 Relay Box: Locations Underhood Junction Block Underhood Fuse Block (Part 1) Page 9706 Equivalents - Decimal And Metric Part 1 Page 877 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 3941 Body Control Module (BCM) C2 Part 2 Page 2514 Heater Core: Service and Repair HEATER CORE REPLACEMENT REMOVAL PROCEDURE 1. Remove the HVAC module assembly. See: Heating and Air Conditioning/Housing Assembly HVAC/Service and Repair 2. Remove the heater core case cover. 3. Remove the heater core bracket and screw. 4. Remove the heater core. INSTALLATION PROCEDURE 1. Install the heater core to the HVAC module assembly. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the heater core bracket and screw. Tighten Tighten the bracket screw to 1 N.m (9 lb in). 3. Install the heater core case cover. 4. Install the heater core case cover screws. Tighten Tighten the cover screws to 1 N.m (9 lb in). Locations Throttle Position Sensor: Locations Locations View Page 4621 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 3052 Locations View Page 4622 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 10110 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2914 Camshaft Position Sensor: Service and Repair REMOVAL PROCEDURE Locations View 1. Turn OFF the ignition. 2. Remove the power steering pump. 3. Disconnect the sensor electrical connector. 4. Remove the attaching bolt. 5. Remove the sensor. 6. Inspect the sensor O-ring for wear, cracks or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE Page 5118 Ignition Control Module (ICM) C2 Page 1670 Fuse Block Underhood, C4 Fuse Block Underhood, C5 Page 10164 Electrical Symbols Part 3 Page 6907 C413 - Wheel Speed Sensors Page 10021 Equivalents - Decimal And Metric Part 1 Description and Operation ABS Light: Description and Operation ABS Indicator The IPC illuminates the ABS indicator when the following occurs: ^ The Electronic Brake Control Module (EBCM) detects a malfunction with the antilock brake system. The Body Control Module (BCM) receives a class 2 message from the EBCM requesting illumination. The BCM sends a message to the IPC via the Serial Peripheral Interface (SPI) requesting illumination. The BCM also sends a class 2 message to the radio in order to activate an audible warning. ^ The IPC performs the displays test at the start of each - ignition cycle. The indicator illuminates for approximately 3 seconds. ^ The IPC detects a loss of SPI communications with the BCM. ^ The BCM detects a loss of class 2 communications with the EBCM. Body - Polypropylene Energy Absorber Replacement Front Bumper Reinforcement: Technical Service Bulletins Body - Polypropylene Energy Absorber Replacement Bulletin No.: 07-08-63-001 Date: April 17, 2007 INFORMATION Subject: Information on Repair of Polypropylene Energy Absorbers Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to change the repair information. Please discard Corporate Bulletin Number 63-20-02 (Section 8 - Body and Accessories). Because the energy absorbers are relatively low in cost to replace, it is now more cost efficient to replace the energy absorbers whenever they are damaged. Disclaimer Page 2207 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 8406 Diagnostic Tips Review # 4 - Denso legacy Navigation Radio Page 10708 11. Disconnect the hazard warning switch electrical connector. 12. Using a small flat-blade screwdriver, carefully release the two retaining features on the mounting bracket and remove the hazard warning switch from the bracket. 13. Install the mounting bracket on the new hazard warning switch. 14. Connect the electrical connector to the new hazard warning switch and insert it through the center air outlet opening in the IP. 15. Position the switch and mounting bracket to the IP and install the two attaching screws through the center air outlet opening. Tighten Tighten to 3 N.m (27 lb in). 16. Through the instrument cluster opening in the IP, install the remaining hazard warning switch attaching screw. Tighten Tighten to 3 N.m (27 lb in). 17. Install the cluster in the IP. Install the four screws. Tighten Tighten to 2 N.m (18 lb in). 18. Connect the electrical connector to the trip reset switch. 19. Install the IP cluster trim panel to the IP and install the two screws. Tighten Tighten to 2 N.m (18 lb in). 20. Install the center air outlet in the IP. 21. Install the bezel on the hazard warning switch. 22. Verify hazard warning switch operation. Grand Am 1. Apply the parking brake. 2. Using a small flat-blade screwdriver, carefully remove the ignition switch bezel. Locations Underhood Fuse Block (Part 1) Page 4449 Locations View Page 7244 Steering Gear: Service and Repair Rack and Pinion Gear Rack Bearing Preload Adjustment Rack and Pinion Gear Rack Bearing Preload Adjustment- Off Vehicle (Quiet Valve) 1. Loosen the adjuster plug lock nut (1). 2. Turn the adjuster plug clockwise until the adjuster plug bottoms in the gear assembly. 3. Turn the adjuster plug back 50° to 70°(approximately one flat). Notice: Refer to Fastener Notice in Service Precautions. 4. Install the adjuster plug lock nut (1) to the adjuster plug. ^ Hold the adjuster plug stationary while tightening the adjuster plug lock nut (1) to 68 Nm (50 ft. lbs.). Locations Locations View Page 4736 Disclaimer Page 9656 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 5552 Case: Specifications Case Cover .......................................................................................................................................... ...................................................... 24 Nm (18 ft. lbs.) Case Side Cover ............................................. .......................................................................................................................................... 20 Nm (15 ft. lbs.) Cover Assembly, Intermediate 4th Servo to Case-M6 x 1.0 x 28.0 (Qty 3) ............................. .............................................................................................................................................................. ...... 12 Nm (106 inch lbs.) Cover, Lo/Reverse Servo to Case-M6 x 1.0 x 28.0 (Qty 3) ....................... .............................................................................................................................................................. ............ 12 Nm (106 inch lbs.) Cover, Side to Case-M8 x 1.25 x 28.0 (Qty 10) ....................................................................................................................................... 20 Nm (15 ft. lbs.) Cover, Side to Case (Stud)-M8 x 1.25 x 28.0 (Qty 1) .............................................................................................................................. 20 Nm (15 ft. lbs.) Page 3626 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 8760 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 4973 Throttle Position (TP) Sensor Body - TPO Fascia Cleaning Prior to Painting Paint: All Technical Service Bulletins Body - TPO Fascia Cleaning Prior to Painting INFORMATION Bulletin No.: 08-08-51-002 Date: March 12, 2008 Subject: New Primer For TPO Fascias and Affected Cleaning Process of Painting Operation Models: 2009 and Prior Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 The purpose of this bulletin is to inform the technician that General Motors has made a change in the primer it uses for TPO plastic for service parts. This new primer comes in several different colors from five different suppliers. This change affects the cleaning process of the painting operation. The new process is as follows. 1. Wash with soap and water. 2. Clean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). Check with your paint supplier for product recommendations. 3. Scuff sand per your paint suppliers recommendations. Note: The use of a solvent-type cleaner will soften, or begin to dissolve the primer. Base coats do not have any affect on this primer. 4. Reclean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). All fascias, with the exception of the Corvette, Camaro, and Cadillac XLR, are made of TPO. You may find other TPO parts with this primer. If the technician has a question as to the type of plastic they are painting, inspect the back of the part for the plastic symbol (TPO). Disclaimer Page 2730 Body Control Module (BCM) C2 Part 2 Diagrams Service and Repair Rear Shelf: Service and Repair Trim Panel Replacement - Rear Window Shelf Removal Procedure 1. Remove the rear seat back if equipped with stationary rear seat back. 2. Remove the rear seat back bolsters if equipped with split/folding rear seat back. 3. Remove the rear quarter upper trim panels. 4. Remove the retainers (3) from the rear window self. 5. Remove the rear shoulder belts through the T slots in the rear self trim panel. 6. Remove the rear self trim panel (1) from the vehicle. Installation Procedure 1. Install the rear window panel trim (1) into the vehicle. 2. Insert the rear shoulder seat belts through the T slots in the rear self trim panel. 3. Install the retainers (3) to the rear self trim panel. 4. Install the quarter upper trim panels. 5. Install the rear seat back bolsters if equipped with split/folding rear seat back. 6. Install the rear seat back if equipped with stationary rear seat back. Page 288 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 10475 Locations View Page 6124 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 10613 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 758 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 4821 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 200 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 3009 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Diagrams Page 6541 6. Remove the cap from the tip of the bottle and carefully insert the tip, P/N 89022161, between the boot and piston, inward of the piston boot groove. 7. From the top side of the piston (reference diagram), inject the lubricant. With the caliper in the tilted position, the lubricant will flow down and work its way around the entire circumference of the seal. Let the caliper body assembly remain in this position for a minimum of 2 minutes to allow for the fluid to completely work its way around the seal. 8. Push the piston into the seal to ensure the lubricant is on both the piston and seal surface. Important: Excessive fluid could appear as a failure and lead to a comeback. To prevent unnecessary future repairs, it is important to only use one bottle per side and make sure excess fluid is wiped away. 9. Wipe away any excessive fluid. 10. Reassemble the caliper to the vehicle. Tighten Tighten the caliper bolts to 31 Nm (23 lb-ft). 11. Repeat Steps 1 - 9 on the opposite side of the vehicle, if necessary. 12. Pump the brake pedal to push the caliper piston back into place. 13. Reinstall the wheel and test drive the vehicle to verify repair. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Diagrams Inflatable Restraint Steering Wheel Module Coil Page 2513 For vehicles repaired under warranty, use the table. Disclaimer Page 4258 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 1668 Fuse Block Underhood, C2 Page 4473 Locations View Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 5239 Knock Sensor: Description and Operation PURPOSE The knock sensor (KS) system enables the Powertrain Control Module (PCM) to control the ignition timing advance for the best possible performance while protecting the engine from potentially damaging levels of detonation. The sensors in the KS system are used by the PCM as microphones to listen for abnormal engine noise that may indicate pre-ignition/detonation. SENSOR DESCRIPTION There are 2 types of KS currently being used: ^ The broadband single wire sensor ^ The flat response two wire sensor Both sensors use piezo-electric crystal technology to produce and send signals to the PCM. The amplitude and frequency of this signal will vary constantly depending on the vibration level within the engine. Flat response and broadband KS signals are processed differently by the PCM. The major differences are outlined below: ^ All broadband sensors use a single wire circuit. Some types of controllers will output a bias voltage on the KS signal wire. The bias voltage creates a voltage drop the PCM monitors and uses to help diagnose KS faults. The KS noise signal rides along this bias voltage, and due to the constantly fluctuating frequency and amplitude of the signal, will always be outside the bias voltage parameters. Another way to use the KS signals is for the PCM to learn the average normal noise output from the KS. The PCM uses this noise channel, and KS signal that rides along the noise channel, in much the same way as the bias voltage type does. Both systems will constantly monitor the KS system for a signal that is not present or falls within the noise channel. ^ The flat response KS uses a two-wire circuit. The KS signal rides within a noise channel which is learned and output by the PCM. This noise channel is based upon the normal noise input from the KS and is known as background noise. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the KS signal, keeping the signal within the channel. If there is knock, the signal will range outside the noise channel and the PCM will reduce spark advance until the knock is reduced. These sensors are monitored in much the same way as the broadband sensors, except that an abnormal signal will stay outside of the noise channel or will not be present. KS diagnostics can be calibrated to detect faults with the KS diagnostic inside the PCM, the KS wiring, the sensor output, or constant knocking from an outside influence such as a loose or damaged component. In order to determine which cylinders are knocking, the PCM uses KS signal information when the cylinders are near Top Dead Center (TDC) of the firing stroke. Page 2184 13. Remove inlet and outlet hoses from throttle body (1). 14. Remove the upper intake manifold bolts. 15. Remove the upper intake manifold and gaskets. 16. Clean the gasket surfaces. Installation Procedure Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 10854 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4272 Various symbols are used in order to describe different service operations. A/T - 4T65E Fluid Leaking From A/T Vent Channel Plate: Customer Interest A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Page 2270 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 7907 Refrigerant Pressure Sensor / Switch: Service and Repair AIR CONDITIONING (A/C) REFRIGERANT PRESSURE SENSOR REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Disconnect the refrigerant pressure sensor electrical connector. 2. Remove the refrigerant pressure sensor from the fitting. 3. Remove and discard the O-ring. INSTALLATION PROCEDURE Page 10494 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3796 Knock Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 1211 Various symbols are used in order to describe different service operations. Page 4203 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 3380 Various symbols are used in order to describe different service operations. Page 8487 Speaker - RR Speaker - RR (UQ3) For a description of the RPO Code(s) shown in this article/images refer to the RPO Code List found at Vehicle/Application ID See: Application and ID/RPO Codes A/C - Musty Odors Emitted From (HVAC) System Evaporator Core: Customer Interest A/C - Musty Odors Emitted From (HVAC) System TECHNICAL Bulletin No.: 99-01-39-004C Date: June 12, 2009 Subject: Air Conditioning Odor (Install Evaporator Core Dryer Kit and Apply Cooling Coil Coating) Models: 1993-2010 GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 All Equipped with Air Conditioning Supercede: This bulletin is being revised to add the 2009 and 2010 model years. Please discard Corporate Bulletin Number 99-01-39-004B (Section 01 - HVAC). Condition Some customers may comment about musty odors emitted from the Heating, Ventilation and Air Conditioning (HVAC) system at vehicle start-up in hot, humid conditions. Cause This condition may be caused by condensate build-up on the evaporator core, which does not evaporate by itself in high humidity conditions. The odor may be the result of microbial growth on the evaporator core. When the blower motor fan is turned on, the microbial growth may release an unpleasant musty odor into the passenger compartment. There are several other possible sources of a musty odor in a vehicle. A common source is a water leak into the interior of the vehicle or foreign material in the HVAC air distribution system. Follow the procedures in SI for identifying and correcting water leaks and air inlet inspection. The procedure contained in this bulletin is only applicable if the odor source has been determined to be microbial growth on the evaporator core inside the HVAC module. Correction Many vehicles currently incorporate an afterblow function within the HVAC control module software. The afterblow feature, when enabled, employs the HVAC blower fan to dry the evaporator after vehicle shut down and this function will inhibit microbial growth. Technicians are to confirm that the customer concern is evaporator core odor and that the vehicle has the imbedded afterblow feature, as defined in the SI document for that specific vehicle model, model year and specific HVAC option. Refer to SI for enabling the afterblow function. Vehicles being delivered in areas prone to high humidity conditions may benefit from having the afterblow enabled calibration installed prior to any customer comment. Important If the vehicle is not factory equipped with the imbedded afterblow enable feature, it may be added with the Electronic Evaporator Dryer Module Kit (P/N 12497910 or AC Delco 15-5876). Important When installing the Electronic Evaporator Dryer Module, you MUST use the included electrical splice connectors to ensure a proper splice. Complete detailed installation instructions and self testing procedures are supplied with the kit. If necessary, the Electronic Evaporator Dryer Module may be installed underhood if it is protected from extreme heat and water splash areas. To immediately remove the evaporator core odor on all suspect vehicles, it is necessary to eliminate the microbial growth and prevent its re-occurrence. To accomplish this, perform the following procedure: Vehicle and Applicator Tool Preparation 1. The evaporator core must be dry. This may be accomplished by disabling the compressor and running the blower fan on the recirc heat setting for an extended period of time. Note Compressor engagement will cause the evaporator core to remain wet and will prevent full adherence of the Coiling Coil Coating to the evaporator core surfaces. 2. Verify that the air conditioning drain hose is not clogged and place a drain pan beneath the vehicle. Page 1127 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 3463 Electrical Symbols Part 2 Page 6326 6. Push down the lock tab (1) and then move the sliding connector cover back in the home position to lock. 7. Insert the CPA (2) back into place. 8. Install the left engine splash shield. 9. Install the front engine splash shield. 10. Lower the vehicle. Refer to Vehicle Lifting. Caution: Make sure brake pipes are correctly connected to brake pressure modulator valve. If brake pipes are switched by mistake, wheel lockup will occur and personal injury may result. The only two ways this condition can be detected are by using a Scan Tool or by doing an Antilock stop. 11. Connect the master cylinder brake pipes (1) to the BPMV (3). ^ Tighten the brake pipe fittings to 24 Nm (18 ft. lbs.). 12. Connect the caliper and wheel cylinder brake pipes (2) to the BPMV (3). ^ Tighten the brake pipe fittings to 24 Nm (18 ft. lbs.). 13. Install the battery tray. 14. Install the battery. 15. Perform the ABS Automated Bleed Procedure. 16. Perform the Diagnostic System Check - ABS. Page 6869 12. Loosen the bolts retaining the engine, IP, and forward lamp wiring harness connectors to the junction block. 13. Disconnect the engine wiring harness connector from the junction block. 14. Disconnect the IP wiring harness connector from the junction block. 15. Disconnect the forward lamp wiring harness connector from the junction block. Page 3817 Equivalents - Decimal And Metric Part 1 Locations Locations View Page 7482 Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. Final Inspection 1. After remounting and inflating the tire, check both beads, the repair and the valve with a water and soap solution in order to detect leaks. 2. If the tire continues to lose air, the tire must be demounted and reinspected. 3. Balance the tire and wheel assembly. Refer to Tire and Wheel Assembly Balancing - OFF Vehicle. For additional tire puncture repair information, contact: Rubber Manufacturers Association (RMA) Disclaimer Page 10848 Power Window Switch: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Rear Lateral Links and Trailing Arms Replacement (Front) Rear Knuckle Alignment Link: Service and Repair Rear Lateral Links and Trailing Arms Replacement (Front) Rear Lateral Links and Trailing Arms Replacement (Front) Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel. 3. Remove the ABS wire harness from the lateral link. 4. Remove the link to knuckle nut (5), the bolt (1), and washer (4). 5. Push the bolt (1) forward to provide link removal clearance. 6. Remove the link nut (8) and bolt (7) at the rear suspension support. 7. Remove the front link (3) to the vehicle. Installation Procedure 1. Install the front link (3) to the vehicle. Page 1221 Impact Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Air Bag Systems / Testing and Inspection. Diagrams Automatic Transmission (A/T) Shift Indicator Lamp Page 4036 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 10493 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2321 Oil Pressure Sender: Locations Locations View Page 2716 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 4618 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 6619 Wheel Cylinder: Specifications Wheel Cylinder Bore Diameter ............................................................................................................ ................................................... 22.20 mm (0.87 in) Page 8458 Electrical Symbols Part 3 Page 7935 1. Install the vacuum tank to the HVAC module assembly. Slide the mounting tab into the bracket. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the vacuum tank screw. Tighten Tighten the vacuum tank screw to 2 N.m (18 lb in). 3. Connect the vacuum tank hose. 4. Install the HVAC module assembly. Page 10719 For vehicles repaired under the terms of this special policy, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special policy condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12 for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs for the special policy condition are to be submitted prior to or by January 31, 2006 for 1999-2000 vehicles and May 31, 2007 for 2001-2002 vehicles. Repairs must have occurred within 10 years of the date the vehicle was originally placed in service, or 150,000 km (240,000 km), whichever occurs first. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductible), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Disclaimer Service Procedure The following procedure provides instructions for replacing the hazard warning switch located in the instrument panel (I/P). For additional information, refer to the Lighting subsection in the Body and Accessories section of the appropriate Service Manual or SI. Malibu 1. Remove the cover from the left side instrument panel (I/P) wiring harness junction block access panel. Page 8403 Diagnostic Tips Review # 3 - Denso Navigation Radios Page 8350 Page 9661 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 8457 Electrical Symbols Part 2 Page 8665 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 11006 Electrical Symbols Part 4 Page 238 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 5639 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 1693 1. Install the relay (2) in the same position as removed. 2. Install the electrical center cover. Specifications Power Steering Line/Hose: Specifications Power Steering Hose Retainer Nut 37 ft. lbs. Power Steering Pressure Hose Fitting 20 ft. lbs. Power Steering Return Hose Fitting 20 ft. lbs. Lighting - Stop/Tail Lamps Inoperative/Water Inside Tail Lamp: All Technical Service Bulletins Lighting - Stop/Tail Lamps Inoperative/Water Inside Bulletin No.: 00-08-42-007C Date: August 24, 2004 TECHNICAL Subject: Stop/Tail Lamp(s) Inoperative or Intermittent and/or Water in Lamp (Replace Circuit Board/Gasket and/or Lamp Assembly) Models: 1997-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 1999-2005 Pontiac Grand Am Supercede: This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 00-08-42-007B (Section 08 - Body and Accessories). Condition Some customers may comment that a stop and/or tail lamp may not work correctly, or that the tail lamp has water in it. Cause This condition may be caused by the circuit board and/or gasket. Correction Remove the lamp assembly from the vehicle. Use the information below to diagnose and repair the lamp assembly. 1. If the base of the stop/tail lamp bulb is distorted, replace only the circuit board and gasket, as well as the bulb. 2. If the lamp leaks (has water in it, as opposed to condensation) but the reflective surfaces inside the lamp are not discolored, replace the circuit board and gasket. 3. Replace the lamp assembly only if the following condition(s) exist: ^ The lamp is discolored internally. ^ The lens is cracked. ^ A locking tab is broken. ^ The reflective surface is discolored. 4. After replacing the circuit board, ensure that all locking tabs are securely fastened to the circuit board. Page 9208 Sun Shade: Service and Repair Sunshade Stop Sunshade Stop Replacement Removal Procedure 1. Remove the headliner. 2. Remove the sunshade stop screw from the sunshade track. 3. Press the sunshade stop locking tab in and remove the stop from track. Installation Procedure 1. Position the sunshade stop to the sunshade track. 2. Press the sunshade stop into the sunshade track until fully seated. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the sunshade stop screw to the sunshade track. Tighten the screw to 2 N.m (18 lb in). 4. Install the headliner. Page 4916 Throttle Position Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the air intake duct. 3. Disconnect the TP sensor electrical connector. 4. Remove the 2 TP sensor fasteners. Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 2893 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 4781 Fuel Gauge Sender: Specifications Fuel Level Specifications The values in the table are approximate values based on information obtained from properly operating vehicles. Actual results may vary slightly. Page 10068 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 664 the bottom of the outlet rearward to release the top. 3. Remove the two 7 mm hex head screws attaching the IP cluster trim panel to the IP. 4. Remove the trim plate from the IP by pulling up and out to release the lower retainers. 5. Disconnect the trip reset switch electrical connector. 6. Remove the four 7 mm hex head screws attaching the instrument cluster to the IP. 7. Remove the instrument cluster from the opening and reposition as necessary. It is not necessary to disconnect the electrical connector. 8. Through the instrument cluster opening in the IP, remove one of the three 7 mm hex head screws that attach the hazard warning switch to the IP. 9. Through the center air outlet opening in the IP, remove the remaining two 7 mm hex head screws that attach the hazard warning switch to the IP. 10. Remove the hazard warning switch through the center air outlet opening. Page 4999 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 3930 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 7838 For vehicles repaired under warranty, use the table. Disclaimer Page 1833 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Page 2263 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 3297 Various symbols are used in order to describe different service operations. Exhaust Intermediate Pipe Replacement Exhaust Pipe: Service and Repair Exhaust Intermediate Pipe Replacement Intermediate Pipe Replacement Removal Procedure Notice: Do not over-flex or damage the flex decoupler joint when moving the flex decoupler joint from the normal mounting position. The flex decoupler joint will flex a maximum of six degrees which is equivalent to the pipes connected at the joint which move 1 inch for each foot length of pipe. A three foot pipe would move a maximum of three inches. Important: A service muffler will be needed when replacing the intermediate pipe on an originally equipped, welded system. 1. Raise the vehicle. Refer to Vehicle Lifting. 2. Support the three-way catalytic converter. 3. Remove the intermediate pipe to the muffler nuts. 4. Remove the intermediate pipe from the three-way catalytic converter bolts. 5. Remove rear sway bar insulator bracket nuts and bracket and position sway bar downward. Page 4877 Mass Air Flow (MAF) Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 4274 Oxygen Sensor: Connector Views Heated Oxygen Sensor (HO2S) 1 Heated Oxygen Sensor (HO2S) 2 Page 8684 Body Control Module (BCM) C3 Page 9923 Equivalents - Decimal And Metric Part 1 Page 714 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 981 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 4572 Disclaimer Page 1043 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Locations Locations View Page 2588 Temperature Gauge: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Service and Repair Trunk / Liftgate Weatherstrip: Service and Repair Weatherstrip Replacement - Rear Compartment Opening Removal Procedure 1. Open the rear compartment. 2. Starting at the joint, pull the rear compartment lid weatherstrip (1) from the from the flange. 3. Remove the rear compartment lid weatherstrip from the vehicle. 4. Remove any adhesive from the flange with 3M(TM) Adhesive Remover P/N 8984 or equivalent. Installation Procedure Important: Apply light hand pressure in order to seat the strip when installing the rear compartment lid weatherstrip to the flange. Impact loads, such as with a mallet, will result in waterleaks. 1. Position the rear compartment lid weatherstrip (1) to the flange. 2. Use light hand pressure to seat the rear compartment lid weatherstrip (1) to the flange. 3. Inspect the entire flange opening in order to ensure that the clinch is completely seated. 4. Close the rear compartment. 5. Use a hose with no nozzle attached to test the weatherstrip for leaks. 6. If the weatherstrip leaks, do the following: 1. Remove the rear compartment lid weatherstrip from the flange. 2. Brush the perimeter of the flange with weatherstrip adhesive, 3M(TM) P/N 08011 or equivalent. 3. Install the rear compartment lid weatherstrip to the flange. Page 2774 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Diagram Information and Instructions Low Fuel Lamp/Indicator: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 8948 1. Position the rear compartment lid hinge (1) to the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear compartment lid hinge bolts (2) to the hinge. Tighten the bolts to 11 N.m (97 lb in). 3. Install the sound insulators. 4. Install the rear window panel trim. 5. Install the torque rods. 6. Install the rear compartment lid. Page 8750 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 3222 Mass Air Flow (MAF) Sensor Locks - Key Code Security Rules and Information Key: Technical Service Bulletins Locks - Key Code Security Rules and Information INFORMATION Bulletin No.: 10-00-89-010 Date: May 27, 2010 Subject: Key Code Security Rules and Information on GM KeyCode Look-Up Application (Canada Only) Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saturn and Saab 2002 and Prior Isuzu Attention: This bulletin has been created to address potential issues and questions regarding KeyCode security. This bulletin should be read by all parties involved in KeyCode activity, including dealer operator, partner security coordinator, sales, service and parts departments. A copy of this bulletin should be printed and maintained in the parts department for use as a reference. Important U.S. dealers should refer to Corporate Bulletin Number 10-00-89-009. Where Are Key Codes Located? General Motors provides access to KeyCodes through three sources when a vehicle is delivered to a dealer. Vehicle KeyCodes are located on the original vehicle invoice to the dealership. There is a small white bar coded tag sent with most new vehicles that also has the key code printed on it. Dealerships should make a practice of comparing the tag's keycode numbers to the keycode listed on the invoice. Any discrepancy should be reported immediately to the GM of Canada Key Code Inquiry Desk. Remember to remove the key tag prior to showing vehicles to potential customers. The third source for Key codes is through the GM KeyCode Look-Up feature within the OEConnection D2DLink application. KeyCode Look-Up currently goes back 17 previous model years from the current model year. When a vehicle is received by the dealership, care should be taken to safeguard the original vehicle invoice and KeyCode tag provided with the vehicle. Potential customers should not have access to the invoice or this KeyCode tag prior to the sale being completed. After a sale has been completed, the KeyCode information belongs to the customer and General Motors. Tip Only the original invoice contains key code information, a re-printed invoice does not. GM KeyCode Look-Up Application for GM of Canada Dealers All dealers should review the General Motors of Canada KeyCode Look-Up Policies and Procedures (Service Policy & Procedures Manual Section 3.1.6 "Replacement of VIN plates & keys"). Please note that the KeyCode Access site is restricted. Only authorized users should be using this application. Please see your Parts Manager for site authorized users. KeyCode Look-Up currently goes back 17 years from current model year. Important notes about security: - Users may not access the system from multiple computers simultaneously. - Users may only request one KeyCode at a time. - KeyCode information will only be available on the screen for 2 minutes. - Each user is personally responsible for maintaining and protecting their password. - Never share your password with others. - User Id's are suspended after 6 consecutive failed attempts. - User Id's are disabled if not used for 90 days. - Processes must be in place for regular dealership reviews. - The Parts Manager (or assigned management) must have processes in place for employee termination or life change events. Upon termination individuals access must be turned off immediately and access should be re-evaluated upon any position changes within the dealership. - If you think your password or ID security has been breached, contact Dealer Systems Support at 1-800-265-0573. Page 1037 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 1675 12. Loosen the bolts retaining the engine, IP, and forward lamp wiring harness connectors to the junction block. 13. Disconnect the engine wiring harness connector from the junction block. 14. Disconnect the IP wiring harness connector from the junction block. 15. Disconnect the forward lamp wiring harness connector from the junction block. Page 4643 Fuel Injector: Service and Repair REMOVAL PROCEDURE NOTE: Use care in removing the fuel injectors in order to prevent damage to the fuel injector electrical connector pins or the fuel injector nozzles. Do not immerse the fuel injector in any type of cleaner. The fuel injector is an electrical component and may be damaged by this cleaning method. IMPORTANT: The fuel injector is serviced as a complete assembly only. If the fuel injectors are found to be leaking, the engine oil may be contaminated with fuel. 1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. 2. Remove the fuel rail. 3. Remove the fuel injector retaining clips (1). 4. Remove the fuel injectors (3) from the fuel rail. 5. Remove the fuel injector upper O-ring (2). 6. Remove the fuel injector lower O-ring (4). INSTALLATION PROCEDURE IMPORTANT: Each fuel injector is calibrated for a specific flow rate. Be sure to use the correct part number when ordering replacement fuel injectors. When replacing the fuel injector O-rings, be sure to install the brown O-ring in the lower position. The fuel injector lower O-ring uses a nylon collar called the O-ring backup, to properly position the O-ring on the fuel injector. Be sure to install the O-ring backup, or the sealing O-ring may move on the fuel injector when installing the fuel rail. If the sealing O-ring is not seated properly, a vacuum leak is possible and driveability complaints may occur. 1. Install the fuel injector upper O-ring (2). 2. Install the fuel injector lower O-ring (4). Page 10768 Vanity Lamp: Service and Repair REMOVAL PROCEDURE 1. Remove the lens from the vanity mirror using a small, flat bladed tool. IMPORTANT: Use care when removing the bulb. 2. Use a small pair of needle nose pliers in order to remove bulb from the socket. INSTALLATION PROCEDURE 1. Install the bulb to the socket. 2. Install the lens to the vanity mirror. Ensure the lens is retained. Page 2332 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 7960 Inflatable Restraint Sensing And Diagnostic Module: Service and Repair INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE REPLACEMENT CAUTION: ^ Be careful when you handle a Sensing And Diagnostic Module (SDM). Do not strike or jolt the SDM. Before applying power to the SDM: ^ Remove any dirt, grease, etc. from the mounting surface ^ Position the SDM horizontally on the mounting surface ^ Point the arrow on the SDM toward the front of the vehicle ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. ^ If any water enters the vehicle's interior up to the level of the carpet or higher and soaks the carpet, the Sensing And Diagnostic Module (SDM) and the SDM harness connector may need to be replaced. The SDM could be activated when powered, which could cause deployment of the air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must be disabled. Refer to Disabling the SIR System. With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant soaking or evidence of significant soaking is detected, you must perform the following tasks: 1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4. Replace the SDM. Failure to follow these tasks could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Removal Procedure 1. Disable the SIR system. Refer to Air Bag(s) Arming and Disarming. 2. Remove the front passenger seat. 3. Remove the passenger front carpet retainer. 4. Fold back the carpet in order to access the inflatable restraint Sensing and Diagnostic Module (SDM). 5. Remove the Connector Position Assurance (CPA) (2) from the inflatable restraint Sensing and Diagnostic Module (SDM) harness connector (3). 6. Disconnect the SDM harness connector (3) from the SDM (5). 7. Remove the SDM mounting fasteners (1). 8. Remove the SDM (5) from the vehicle. Installation Procedure Page 3302 Locations View 1. Lubricate the O-ring with clean engine oil. Replace the O-ring if the O-ring is damaged. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the camshaft position sensor. Tighten Tighten the retaining bolt to 8 N.m (71 lb in). 3. Connect the sensor electrical connector. 4. Install the power steering pump. Page 4535 Electrical Symbols Part 1 Engine - New Polymer Coated Piston and Rod Assembly Connecting Rod: Technical Service Bulletins Engine - New Polymer Coated Piston and Rod Assembly File In Section: 06 - Engine/Propulsion System Bulletin No.: 03-06-01-002 Date: February, 2003 INFORMATION Subject: New Polymer Coated Piston and Rod Assembly Models: 2000-2003 Buick Century 2002-2003 Buick Rendezvous 1996 Chevrolet Lumina APV 1997-2003 Chevrolet Venture 1999-2001 Chevrolet Lumina 1999-2003 Chevrolet Malibu, Monte Carlo 2000-2003 Chevrolet Impala 1996-2003 Oldsmobile Silhouette 1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1996-1999 Pontiac Trans Sport 1999-2003 Pontiac Grand Am 2000-2003 Pontiac Grand Prix, Montana 2001-2003 Pontiac Aztek with 3.1L or 3.4L V-6 Engine (VINs E, J - RPOs LA1, LG8) A new piston and rod assembly has been released for use in the above models. The new piston is Polymer coated and will arrive with the piston rings and connecting rod already assembled to it, but does not contain the connecting rod bearing. Use this new piston assembly any time the need to replace either the piston or connecting rod should arise. The new piston assembly part numbers are shown. Parts are expected to be available from GMSPO February 17, 2003. Disclaimer Page 5086 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 10684 Conversion - English/Metric Page 3066 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 9938 Important: With the availability of this new fuel level sender kit, DO NOT replace the complete fuel level sender assembly, P/N 22683260. To insure correct installation, follow the instructions contained in the kit and the service procedure in the applicable Service Manual Parts Information Parts are expected to be available from GMSPO on April 10, 2003. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 10809 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Specifications Brake Drum: Specifications BRAKE DRUMS Inside Diameter (New) ......................................................................................................................... ........................................... 225.25 mm (8.868 in) Maximum Allowable Radial Runout ................................................................................................................................................. 0.104 mm (0.004 in) Maximum Diameter (After Refinish) .............................................................................................................................................. 225.78 mm (8.889 in) Discard Diameter* ........................................................................................................ ................................................................... 226.31 mm (8.909 in) * All brake drums and rotors have a discard dimension cast into them. Replace any drum or rotor that does not meet this specification. After refinishing the drum or rotor, replace any drum or rotor that does not meet the maximum diameter or minimum thickness after refinish specification. Page 7557 Disclaimer Page 4863 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2506 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Turn OFF the ignition. 2. Drain the coolant below the level of the ECT sensor. Refer to Draining and Filling Cooling System in Cooling System. 3. Disconnect the sensor electrical connector. 4. Carefully remove the ECT sensor. INSTALLATION PROCEDURE NOTE: ^ Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. ^ Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Coat the threads with sealer GM P/N 9985253 or equivalent. NOTE: Refer to Fastener Notice in Service Precautions. 2. Carefully install the ECT sensor. Tighten Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector to the sensor. Page 4604 Electrical Symbols Part 2 Page 10133 Center Mounted Brake Lamp: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Lighting and Horns Diagrams. Page 155 Relay Box: Service and Repair Attached to Wire Harness REMOVAL PROCEDURE 1. Locate the relay. Refer to the Master Electrical Component List. 2. Remove any fasteners which hold the relay in place. 3. Remove any Connector Position Assurance (CPA) devices or secondary locks. IMPORTANT: Use care when removing a relay in a wiring harness when the relay is secured by fasteners or tape. 4. Separate the relay (1) from the wire harness connector (2). INSTALLATION PROCEDURE 1. Connect the relay (1) to the wire harness connector (2). 2. Install any Connector Position Assurance (CPA) devices or secondary locks. 3. Install the relay using any fasteners or tape that originally held the relay in place. Ignition Control Module C1 Ignition Control Module (ICM) C1 Page 7740 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 5946 1. Place the shift shaft in the N (Neutral) position. 2. Align the flats of the shift shaft to the flats in the park/neutral switch. Notice: Refer to Fastener Notice in Service Precaution. 3. Install the park/neutral position switch mounting bolts. - Tighten - Tighten the bolts to 24 Nm (18 ft. lbs.). 4. Connect the switch electrical connector. Important: Ensure that the engine will only start in P (Park) or N (Neutral). Readjust the switch if the engine will start in any other position. A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Fluid Pump: Technical Service Bulletins A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Bulletin No.: 04-07-30-023 Date: May 12, 2004 INFORMATION Subject: Oil Pump Assembly Seal and Transmission Case Change Models: 2002-2004 Cars and Light Duty Trucks with 4L60-E or 4L65-E Automatic Transmissions (RPOs M30, M32 or M33) An improved oil pump to case seal design has been made to the 4L60-E/4L65-E transmission. The new design affects the oil pump, the oil pump seal, the transmission pan bolts and the transmission case. The complete design was implemented in three phases. The first phase, beginning in September 2002, relocated the machining of the oil pump 0-ring seal groove in the pump body. The 0-ring seal groove moved 1.6 mm (0.62 in) inward on the pump body in order to place the sealing surface deeper into the case bore. The relocated pump body groove can be identified by measuring the groove location. Pump bodies that measure 2.3 mm (0.09 in) from the machined surface to the groove opening have the relocated 0-ring seal groove. Pump bodies that measure 3.9 mm (0.15 in) are prior to September 2002 design. Page 9351 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Park/Neutral Position (PNP) Switch, C1 Page 1166 Conversion - English/Metric Page 6158 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 9295 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 5622 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 5686 Fluid Pan: Service and Repair Oil Pan Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Loosen the oil pan bolts. 3. Drain the oil. Use a suitable container to catch the transmission fluid. 4. Remove the oil pan attaching bolts. 5. Remove the oil pan. 6. Remove the oil pan gasket. Installation Procedure Page 9407 5. On the outer recliner, perform the following steps: 1. Remove the cable conduit bracket bolt (3). 2. Rotate the cable conduit 90 degrees. 3. Remove the cable end (2) from the recliner (1). 6. On the inner recliner, perform the following steps: 1. Remove the cable conduit (2) from the recliner retainer. 2. Rotate the cable end (1) 90 degrees. 3. Remove the cable end (1) from the recliner (3). 7. Remove the bolts (3, 4) from the recliner (2). 8. Remove the recliner (2) from the seat cushion frame and the seat back frame (1). Installation Procedure 1. Position the recliner (2) to the seat cushion frame and the seat back frame (1). Notice: Refer to Fastener Notice in Service Precautions. 2. Install the recliner bolts (3, 4). Tighten the bolts to 24 N.m (18 lb ft). Page 11067 Electrical Symbols Part 1 Diagram Information and Instructions Engine Control Module: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Compressor Hose Assembly Replacement Hose/Line HVAC: Service and Repair Compressor Hose Assembly Replacement TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Disconnect the electrical connector from the Refrigerant pressure sensor. 3. Remove the refrigerant pressure sensor from the hose. 4. Remove the bolt holding the compressor hose bracket to the fan shroud. 5. Remove the compressor hose assembly to condenser nut. 6. Remove the compressor hose assembly from the condenser. 7. Remove and discard the seal washer. 8. Raise the vehicle 9. Remove the right front fender liner. Page 6649 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 6474 Important If runout is still present, contact the brake lathe supplier. ON-CAR TYPE LATHE Use the following procedure to calibrate an On-Car brake lathe: 1. Connect the lathe to a vehicle using the appropriate adapter. 2. Attach a vise-grip dial indicator to a fixed point in the wheel well and bring the dial indicator to a flat surface on the cutting head. 3. Turn on the lathe and press the "start" button so the lathe begins to compensate. 4. Once compensation is complete, note the runout as measured by the dial indicator. Measured runout at this point is overstated given that it is outside the rotor diameter. 5. If runout is in excess of 0.1016 mm (0.004 in) (0.050 mm (0.002 in) as measured within the rotor diameter), calibration must be tightened. Follow manufacturer's instructions for tightening the calibration of the lathe. This information is found in the manual supplied with the lathe. Important If the machine is taking a long time to compensate during normal use, prior to checking the lathe calibration, it is recommended that the machine be disconnected from the adapter and the adapter (still connected to the vehicle) is rotated 180 degrees and the machine reattached. This will accomplish two things: - It will re-verify the machine is properly attached to the adapter. - It will change the location of the runout (phase) relative to the machine and thus possibly allow for quick compensation as a result of the position change. The following information has been added as a reference to ensure your Pro-Cut PFM lathe provides a consistent smooth surface finish over long term usage. Cutting Tips / Depth of Cut / Tip Life The cutting tips must be right side up. Reference marks always face up. The cutting tips may not have chips or dings in the surface of the points. Cuts of 0.1016-0.381 mm (0.004-0.015 in) will provide the best surface finish and the optimal tip life. When cleaning or rotating the cutting bits, make sure that the seat area for the tip on the tool is free and clear of debris. Cutting Head On each brake job, the technician must center the cutting head for that particular vehicle using one of the mounting bolt holes on the slide plate. Once the head is centered, it is vital that the technician use one hand to push the head firmly and squarely back into the dovetail on the slide plate while using the other hand to tighten the Allen-Hex bolt that secures the head. Failure to do this could result in chatter occurring during the cut. Tool Holder Plate (Cutting Head) The tool holder plate is the plate that the cutting arms are attached to. It can bend or break if a technician accidently runs the cutting arms into the hub of the rotor while the rotor is turning. (Cuts of more than 0.508 mm (0.020 in) can also bend this plate). Once bent, the lathe will most likely not cut properly until the tool holder plate is replaced. In order to verify the condition of the tool holder plate on a machine that will not cut right, remove the mounting bolt and remove the cutting head from the slide plate. With the cutting head titled at an angle, lay the long edge of the tool holder plate down on the flat part of the slide plate. If any gap can be seen between the edge and the slide plate, the tool holder plate is bent and the source of vibration. Also check to ensure that the cutting arms are lying flat on the upper side of the tool holder plate. If the mounting arm post is bent, it will show itself by having the back of the cutting arm lifting off the surface of the tool holder. Gib Adjustment / Loose Gib As wear occurs between the slide plate and the box it rides on, you must take up the slack. You do this by way of a moveable wedge, which we call the gib. Your lathe manual details adjustment process, which you should perform when required after monthly checks or whenever surface finish is inconsistent. Brake Pulsation BRAKE PULSATION Brake pulsation is caused by brake rotor thickness variation. Brake rotor thickness variation causes the piston in the brake caliper, when applied, to "pump" in and out of the caliper housing. The "pumping" effect is transmitted hydraulically to the brake pedal. Brake pulsation concerns may result from two basic conditions: Description and Operation Sunroof / Moonroof Limit Switch: Description and Operation SUNROOF OPENING POSITION SWITCH/SUNROOF LIMIT SWITCHES The sunroof limit switches within the sunroof opening position switch, track the position of the glass through 2 limit switches: ^ Soft Stop limit ^ Vent Stop limit The sunroof control module monitors the limit switches and based on the inputs determines the position of the sunroof glass. As a limit switch closes, the 5 volt reference will be shorted to the sunroof limit switch low reference circuit, pulling the 5 volt reference to 0 volts. The sunroof control module understands the position of the sunroof glass based on the different input combinations from the sunroof limit switch range switch circuit and the sunroof limit switch soft stop signal circuit inputs. Page 2390 Steps 14-19 Page 2551 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 6567 Brake Caliper: Service and Repair Brake Caliper Replacement Brake Caliper Replacement Removal Procedure 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum full point and the minimum allowable level, then no brake fluid needs to be removed from reservoir before proceeding. If the brake fluid level is higher than midway between the maximum full point and the minimum allowable level, then remove brake fluid to the midway point before proceeding. 3. Raise the vehicle. Refer to Vehicle Lifting. 4. Remove the tire and wheel assembly. 5. Hand tighten 2 wheel nuts in order to retain the rotor to the hub. 6. Push the piston into the caliper bore in order to provide clearance between the linings and the rotor: 6.1. Install a large C-clamp (2) over the top of the caliper housing and against the back of the outboard pad. 6.2. Slowly tighten the C-clamp (2) until the piston is pushed into the caliper bore far enough to slide the caliper assembly off the rotor. 7. Remove the hose bolt (1) attaching the inlet fitting. 8. Plug the caliper housing and brake hose in order to prevent fluid loss and contamination. The cover on the bleeder will work as a plug in the caliper. Page 10672 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 7356 8. Remove the bolts (1) from the insulator brackets (2) attaching the stabilizer shaft (3) to the crossmember (4). 9. Remove the stabilizer shaft insulators and lubricate the entire insulator with Special Lubricant, P/N 12345879 (in Canada, use P/N 10953511). 10. Install the lubricated insulators back onto the stabilizer shaft. 11. Install the insulator brackets (2) and the bolts (1) to the stabilizer shaft (3). Tighten Tighten the bolts to 69 N.m (51 lb ft). 12. Install the power steering line bracket from the suspension crossmember on the right side of the vehicle. 13. Raise the rear of the crossmember with the adjustable jack stand. Important: Cross member nuts (1) and (6) are captured nuts. 14. Install the rear lower control arm bolts (3) through the crossmember. Tighten Tighten the rear lower control arm bolts (3) to 245 Nm (180 lb ft). Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 5964 Valve Body Spring and Bore Plug Chart (Inch) Page 804 Conversion - English/Metric Page 7517 Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for additional information on possible wheel porosity issues. 3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a rough or uneven surface that is difficult for the tire to maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion 4. If corrosion is found on the wheel bead seat, measure the affected area as shown below. - For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. - For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. 5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the corrosion and any flaking paint. You should remove the corrosion back far enough until you reach material that is stable and firmly bonded to the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired surface. Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend to the visible surfaces on the FACE of the wheel, that wheel must be replaced. Important Remove ONLY the material required to eliminate the corrosion from the bead seating surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as smooth and level as possible. Page 646 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 10239 12. Connect the electrical connector to the hazard warning switch. 13. Connect the electrical connectors to the other switches in the trim plate. 14. Position and align the IP cluster trim plate to the IP and carefully press into place. 15. Install the two screws that attach the IP cluster bezel to the IP. Tighten Tighten to 2 N.m (18 lb in). 16. Install the upper steering column cover to the steering column. 17. Position the lower steering column cover to the upper cover and install the three attaching screws. Tighten Tighten to 2 N.m (18 lb in). 18. Install the AIR BAG fuse in the panel and install the cover. 19. Turn the ignition switch to the ON position and verify that the AIR BAG light flashes seven times and goes out. Verify hazard warning switch operation. Alero, Cutlass 1. Remove the hazard warning switch bezel from the IP using a small flat-bladed tool to release the retainers. Important: Both retainers must be released at the same time in order to remove the air outlet in the next step. 2. Using two flat-blade screwdrivers (2), carefully release the two retainers that attach the IP center air outlet (1). With both retainers released, pull Page 284 Fuel Pump Relay: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 2068 Engine Oil Dip Stick - Dip Stick Tube: Service and Repair Oil Level Indicator and Tube Replacement Removal Procedure 1. Remove the oil level indicator tube bolt. 2. Remove the oil level indicator tube from the engine. Installation Procedure 1. Install the oil level indicator tube to the engine. Ensure that the tube assembly is fully seated in the engine. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the oil level indicator tube bolt. Tighten the oil level indicator tube bolt to 25 Nm (18 ft. lbs.). Page 6759 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 7694 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 10899 Power Window Switch: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 6633 4. Remove the tire and wheel assembly. 5. Remove the brake drum. 6. Remove the Brake shoes (1). 7. Disconnect the cable from the parking brake lever (7). 8. Remove the cable from the backing plate (5) using the J 37043. Installation Procedure 1. Install the cable to the backing plate (5). 2. Connect the cable to the parking brake lever (7). 3. Install the brake shoes. 4. Install the brake drum. 5. Parking brake adjustment is not necessary. This is a self adjusting system and damage may result from attempting to adjust or modify this system in any way. It may be necessary to adjust the rear brakes to obtain the proper tension in the system. 6. Install the tire and wheel assembly. Page 2911 Conversion - English/Metric Page 6968 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Page 433 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7415 7. Scribe the strut flange. Important: The steering knuckle must be supported in order to prevent axle joint over-extension. 8. Remove the bolts (6) and the nuts (2) attaching the strut (1) to the steering knuckle (3). Notice: Care should be taken to avoid scratching or cracking the spring coating when handling the front suspension coil spring. Damage can cause premature failure. 9. Remove the strut (1) from the vehicle. Installation Procedure Notice: Care should be taken to avoid scratching or cracking the spring coating when handling the front suspension coil spring. Damage can cause premature failure. 1. Install the strut (5) into position and install the nuts (1) and one bolt (2) connecting the strut (5) to the body (3). Hand tighten the nuts and the bolt. Page 7656 Air Duct: Service and Repair Air Outlet Duct Replacement - Left Lap REMOVAL PROCEDURE 1. Remove the IP carrier. 2. Remove the left side pin of the lap air duct from the tie bar bracket. 3. Remove the right side pin of the lap air duct from the tie bar bracket. 4. Unsnap the lap air duct from the air distribution duct. 5. Remove the lap air duct from the vehicle. INSTALLATION PROCEDURE 1. Insert the right side pin of the lap air duct to the tie bar bracket. 2. Insert the left side pin of the lap air duct to the tie bar bracket. 3. Snap the lap air duct to the air distribution duct. 4. Install the IP carrier. Page 7527 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Page 413 Locations View Page 4834 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 1445 Diagnostic Aids If the drive belt(s) repeatedly falls Off the drive belt pulleys, this is because of pulley misalignment. An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall Off the pulleys. Verify the accessory drive components operate properly. If the drive belt(s) is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. This inspection is to verify the condition of the drive belt. Damage may of occurred to the drive belt when the drive belt fell OFF. The drive belt may of been damaged, which caused the drive belt to fall OFF. Inspect the belt for cuts, tears, sections of ribs missing, or damaged belt plys. 4. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misalign pulley using a straight edge in the pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation procedure of that pulley. 5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 6. Accessory drive component brackets that are bent or cracked will let the drive belt fall OFF. 7. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. Missing, loose, or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket. Drive Belt Rumbling Drive Belt Rumbling Diagnosis Page 166 9. Install the instrument panel closeout/insulator panel screws. Tighten Tighten the screws to 2 N.m (18 lb in). Parts Information Parts are available from any local auto parts store. The phone number for 3M(R) is 1-800-364-3577. Warranty Information For vehicles repaired under warranty, use the table shown. DISCLAIMER Page 8581 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 1269 For vehicles repaired under warranty, use the table. Disclaimer Wiper Arm Blade Replacement Wiper Blade: Service and Repair Wiper Arm Blade Replacement REMOVAL PROCEDURE 1. Turn the ignition switch to the ACCY position. 2. Set the wiper switch to the INT position. 3. Turn the ignition off when the wipers are in the midwipe position. 4. Push in the button of the wiper blade clip and remove the wiper blade from the inside radius of the wiper arm. 5. Bring the wiper arm out through the opening in the wiper blade. INSTALLATION PROCEDURE Page 5830 Page 9186 1275 Round Table Dr. Dallas, TX 75247 (800) 826-0828 (Toll-Free) or (214) 631-4000 (Local) Fax (214) 634-1342 www.automagic.com [email protected] E038 Fallout Gel or E038E Liquid Fallout Remover II available from: Valvoline Car Brite Company 1910 South State Avenue Indianapolis, In 46203 (800) 347-2439 (Toll Free) or (317) 788-9925 (Local) Fax (317) 788-9930 www.carbrite.com [email protected] *We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from these firms or for any such items which may be available from other sources. If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location. Warranty Information (excluding Saab U.S. Models) Important Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition. Important In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time should be submitted in the "Other Labor Hours" field. Warranty Information (Saab U.S. Models) Disclaimer Page 9268 9. Pull the drain hose outlet rubber grommet away from the hinge pillar to expose the drain hose. 10. Pull the remainder of the drain hose through the hole in the hinge pillar. It may be necessary to assist the hose from inside the vehicle by gaining access to it through an internal pillar access hole. 11. Separate the drain hose outlet from the drain hose. Installation Procedure 1. Install the drain hose down through the front pillar. Connect the drain hose to the front sunroof drain port. 2. Press the drain hose into the retaining clip at the top of the front pillar. Page 2089 1. Lightly oil the replacement oil filter gasket using clean oil. Install the new oil filter. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the new oil filter. After the oil filter gasket contacts the oil filter mounting surface, tighten the new oil filter to 3/4-1 full turn. 3. Install the engine oil drain plug. Tighten the engine oil drain plug to 25 Nm (18 ft. lbs.). 4. Remove the oil drain pan. 5. Lower the vehicle. 6. Fill the engine using new engine oil. 7. Start the engine. 8. Inspect for oil leaks after engine start up. 9. Turn Off the engine. Allow a few minutes in order to allow for the oil to drain back into the oil pan. 10. Remove the oil level indicator from the oil level indicator tube. 11. Clean Off the indicator end of the oil level indicator using a clean paper towel or a cloth. 12. Install the oil level indicator into the oil level indicator tube until the oil level indicator handle contacts the top of the oil level indicator tube. 13. Remove the oil level indicator from the oil level indicator tube. Keep the tip of the oil level indicator down. 14. Inspect the level of the engine oil on the oil level indicator. 15. If needed, readjust the oil level by adding or draining the engine oil. Page 9344 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 4034 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 1207 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 4060 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Service and Repair Hood Stop: Service and Repair Hood Bumper Replacement (Side) Removal Procedure 1. Open the hood. 2. Remove the hood side bumper (1) from the fender by sliding the bumper rearward. 3. Remove the adjustable front hood bumper (1) from the radiator support by rotating counterclockwise. Installation Procedure 1. Install the adjustable front hood bumper (1) to the radiator support by rotating clockwise. Page 5566 For vehicles repaired under warranty, use the table. Disclaimer Page 1450 Drive Belt: Service and Repair Drive Belt Replacement Removal Procedure Notice: Routine inspection of the belt may reveal cracks in the belt ribs. These cracks will not impair the belt performance. The belt should be replaced if the belt slip occurs if a section of the belt ribs are missing. A single serpentine drive belt is used to drive all engine accessories. All belt driven accessories are rigidly mounted with the belt tension maintained by a spring loaded tensioner. The indicator on the movable portion of the tensioner must be within the limits of the marks of the stationary portion of the tensioner. Any reading outside of these limits indicates either a defective belt or tensioner. 1. Remove engine mount. 2. Rotate the drive belt tensioner in a clockwise motion using a box end wrench. 3. Remove the drive belt. Installation Procedure 1. Rotate the drive belt tensioner in a clockwise motion using a box end wrench. 2. Install the drive belt. Connect the serpentine drive belt last to the power steering pulley. 3. Install engine mount. Component Locations Locations View Page 5096 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 4242 Locations View Page 2731 Body Control Module (BCM) C3 Body - Water Leaks to Interior/Trunk Parking Brake Pedal: Customer Interest Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 9427 1. Position the cushion cover to the pad. 2. Route the rear cushion cover rearward between the seat back and the pad. 3. Fasten the J-hook retainers for the cushion cover to the seat frame. 4. Fasten the J-hook retainers to the sides of the cushion cover. 5. Fasten the hook and loop strips which retain the cushion cover to the pad. Press the strips into place until fully seated. 6. If the vehicle is equipped with power seats, perform the following procedure: * With a sharp utility knife, cut an opening in the seat cushion cover for the power seat switch. * Install the power seat switch bezel to the cushion cover. 7. Install the seat back recliner handle to the recliner mechanism. 8. Install the front bucket seat. Diagrams Page 8465 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Engine - Drive Belt Misalignment Diagnostics Drive Belt: Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics INFORMATION Bulletin No.: 08-06-01-008A Date: July 27, 2009 Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add a model year and update the Tool Information. Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine). Background Several aftermarket companies offer laser alignment tools for accessory drive systems that can be very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges from $160 - $200. EN-49228 Laser Alignment Tool - Drive Belt The GM Tool program has now made available a competitive, simple to use and time-saving laser tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the guesswork from proper pulley alignment and may serve to reduce comebacks from: - Drive Belt Noise - Accelerated Drive Belt Wear - Drive Belt Slippage Instructions The instructions below are specific only to the truck Gen IV V-8 family of engines. These instructions are only for illustrative purposes to show how the tool may be used. Universal instructions are included in the box with the Laser Alignment Tool - Drive Belt. Caution - Do not look directly into the beam projected from the laser. - Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses help reduce laser beam glare in many circumstances. - Always use laser safety glasses when using the laser. Laser safety glasses are not designed to protect eyes from direct laser exposure. 1. Observe and mark the serpentine belt orientation. Page 9538 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Front Stabilizer Bushing: Service and Repair Front Stabilizer Shaft Insulator Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the front tire and wheel assemblies. 3. Remove the stabilizer shaft. 4. Remove the stabilizer shaft bushings (1) from the stabilizer shaft (2). Installation Procedure 1. Install the stabilizer shaft bushings (1) to the stabilizer shaft (2). 2. Install the stabilizer shaft. 3. Install the tire and wheel assemblies. 4. Lower the vehicle. Page 1107 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Engine - Drive Belt Misalignment Diagnostics Drive Belt: Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics INFORMATION Bulletin No.: 08-06-01-008A Date: July 27, 2009 Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add a model year and update the Tool Information. Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine). Background Several aftermarket companies offer laser alignment tools for accessory drive systems that can be very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges from $160 - $200. EN-49228 Laser Alignment Tool - Drive Belt The GM Tool program has now made available a competitive, simple to use and time-saving laser tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the guesswork from proper pulley alignment and may serve to reduce comebacks from: - Drive Belt Noise - Accelerated Drive Belt Wear - Drive Belt Slippage Instructions The instructions below are specific only to the truck Gen IV V-8 family of engines. These instructions are only for illustrative purposes to show how the tool may be used. Universal instructions are included in the box with the Laser Alignment Tool - Drive Belt. Caution - Do not look directly into the beam projected from the laser. - Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses help reduce laser beam glare in many circumstances. - Always use laser safety glasses when using the laser. Laser safety glasses are not designed to protect eyes from direct laser exposure. 1. Observe and mark the serpentine belt orientation. Page 272 ^ If you are performing the pass-through programming procedure using a notebook computer without the power cord, ensure that the internal battery is fully charged. After Programming a Control Module The powertrain may operate slightly different after a control module software/calibration update. Operating the powertrain through various driving conditions allows the control module to re-learn certain values. The control module must re-learn the following after a software/calibration update: ^ Fuel trim correction ^ Idle Air Control (IAC) learned position ^ Automatic transmission shift adapts Other learned values only re-learn by performing a service procedure. If a control module is replaced the following service procedures may need to be performed: ^ The crankshaft variation learn procedure ^ The engine oil life reset procedure ^ The idle learn procedure ^ The inspection/maintenance complete system set procedure ^ The vehicle theft deterrent password learn procedure ^ The Throttle Position (TP) sensor learn procedure Page 4205 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 960 Electrical Symbols Part 4 Page 1344 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 9702 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 8479 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 1087 Equivalents - Decimal And Metric Part 1 HDLP Assembly or HDLP Bulb &/or Cornering, Sidemarker, Park, Turn Signal Bulb Replacement Marker Lamp Bulb: Service and Repair HDLP Assembly or HDLP Bulb &/or Cornering, Sidemarker, Park, Turn Signal Bulb Replacement REMOVAL PROCEDURE 1. Open the hood. 2. Hold the headlamp in place while pulling upward on the release tabs (1). 3. Remove the headlamp (2) by pulling straight forward from the headlamp mounting panel. CAUTION: Refer to Halogen Bulb Caution in Service Precautions. 4. Disconnect the electrical connectors from the lamp sockets. 5. Remove the headlamp, and or park lamp sockets by rotating counterclockwise. 6. Pull the headlamp, and or park bulb from the socket. INSTALLATION PROCEDURE 1. Push the headlamp, and or park bulb into the socket. 2. Install the headlamp, and or park lamp by rotating the socket clockwise. 3. Connect the electrical connectors to the lamp sockets. Page 4902 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 1168 Crankshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON Wheels: All Technical Service Bulletins Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON TECHNICAL Bulletin No.: 08-03-10-006C Date: April 27, 2010 Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat) Models: 2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-03-10-006B (Section 03 - Suspension). Condition Some customers may comment on a tire that slowly loses air pressure over a period of days or weeks. Cause Abrasive elements in the environment may intrude between the tire and wheel at the bead seat. There is always some relative motion between the tire and wheel (when the vehicle is driven) and this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear continues, there may also be intrusion at the tire/wheel interface by corrosive media from the environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be visible until the tire is dismounted from the wheel. Notice This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Correction In most cases, this type of air loss can be corrected by following the procedure below. Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to repair the wheel with the procedure below. Notice The repair is no longer advised or applicable for chromed aluminum wheels. 1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to be around the bead seat of the wheel, dismount the tire to examine the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat Corrosion Page 6509 Brake Drum: Service and Repair Brake Drum Refinishing Brake Drum Refinishing ^ Tools Required ^ J 41013 Rotor Resurfacing Kit Important: Do NOT refinish the brake drums in order to correct any of the following complaints: ^ Brake noise (growl/squeal) ^ Premature brake lining wear ^ Cosmetic or superficial corrosion of the drum braking surface ^ Drum discoloration Refinish the brake drums ONLY when one or more of the following conditions exist: ^ Severe scoring of the drum braking surface (groove depth in excess of 1.5 mm (0.060 inches) ^ Brake pulsation caused by the following: Brake drum out of round - Corrosion or pitting that is deeper than the drum braking surface 1. Use a micrometer in order to measure the largest diameter of the brake drum. If the largest diameter of the brake drum exceeds the brake drum maximum refinish diameter, do NOT refinish the brake drum. Replace the brake drum. 2. Use the J 41013 (or equivalent) in order to THOROUGHLY clean the rust from the brake drum flange. 3. Refinish the brake drum. Refer to the brake lathe manufacturer's operating instructions. Important: Failure to obtain the best possible braking surface finish may cause the vehicle to stop with difficulty. 4. After machining the brake drum, use 120 grit aluminum oxide sandpaper in order to create a non-directional braking surface. 5. Clean the braking surfaces with denatured alcohol or with a suitable brake cleaner. Notice: Improperly tightened wheel nuts can lead to brake pulsation and rotor damage. In order to avoid expensive brake repairs, evenly tighten the wheel nuts to the proper torque specification. Master Cylinder Brake Master Cylinder: Service and Repair Master Cylinder Master Cylinder - Replacement Master Cylinder Replacement Removal Procedure 1. Disconnect the electrical connector from the brake fluid level sensor (2). 2. Remove the brake pipes (3, 4) from the master cylinder. Important: Install a rubber cap or plug to the exposed brake pipe fitting ends in order to prevent brake fluid loss and contamination. 3. Plug the open brake pipe ends. 4. Remove the master cylinder mounting nuts. 5. Remove the master cylinder from the vehicle. Installation Procedure 1. Bench bleed the master cylinder. 2. Install the master cylinder to the vacuum brake booster. Notice: Refer to Fastener Notice in Service Precautions. Page 10829 Heated Glass Element: Service and Repair Rear Window Defogger Braided Lead Wire Caution: Refer to Glass and Sheet Metal Handling Caution in Service Precautions. 1. Use a solder containing 3 percent silver and a rosin flux paste in order to solder and attach the rear defogger bus bar lead wire and/or defogger terminal. 2. Buff the repair area with a fine steel wool in order to remove the oxide coating that was formed during window manufacture. 3. Use a brush in order to apply the paste-type rosin flux in small quantities to the appropriate area: * The rear defogger bus bar lead wire * The defogger terminal repair area Caution: Refer to Window Retention Caution in Service Precautions. Important: Do not hold the tool in one spot or operate the tool on the window for longer than 30-40 seconds. If the window becomes hot to the touch, allow the window to air cool before proceeding further. Cooling with water may crack the heated window. Avoid excessive pressure in order to ensure that the window will not overheat. 4. Coat the solder iron tip with solder. Apply only enough heat to melt the solder and only enough solder to ensure a complete repair. 5. Apply the solder to the feed bus bar or the ground bus bar. Draw the soldering iron tip across the fluxed area. Thinly coat the bus bar with solder. 6. Apply a small amount of flux to the appropriate areas: * The underside of the rear defogger bus bar lead wire * The defogger terminal 7. Align the spots with the flux to the appropriate areas: * The underside of the rear defogger bus bar lead wire * The defogger terminal 8. Coat the tip of the soldering iron with solder. 9. Solder the appropriate areas: * The underside of the rear defogger bus bar lead wire * The defogger terminal 10. Draw the iron across the fluxed spot. Thinly coat the spot with solder. 11. Solder the spot on the braid against the spot on the feed bus bar or the ground bus bar. 12. Use pliers in order to hold the appropriate component: * The rear defogger bus bar lead wire * The defogger terminal 13. Apply heat to the appropriate area in order to ensure the solder spot melts and fuses together: * The top of the rear defogger bus bar lead wire Page 10319 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Specifications Starter Motor Usage Locations Locations View Page 6423 14. Road test the car to verify the repairs. For vehicles repaired under warranty Brake Align(R) Run-Out Correction Plates should be submitted in Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are available through the following suppliers: ^ Dealer Equipment and Service ^ Brake Align(R) LLC Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6767 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 198 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 4112 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 7922 Refrigerant Pressure Sensor / Switch: Description and Operation A/C REFRIGERANT PRESSURE SENSOR The A/C system is protected by the A/C refrigerant pressure sensor. The sensors' output to the PCM is variable and is dependent upon pressure inside the line. A higher pressure results in a higher voltage output. The A/C pressure is constantly monitored in order to allow the A/C compressor clutch to disengage as needed. If line pressures climb above 2979 kPa (432 psi), the PCM will turn off the A/C compressor clutch until the pressure lowers to 1510 kPa (219 psi). If line pressures fall below 186 kPa (27 psi), the PCM will turn off the A/C compressor clutch until the pressure raises to 207 kPa (30 psi). A 5 volt reference signal is sent out over the 5 volt reference circuit, from the PCM, to the A/C refrigerant pressure sensor. The PCM monitors the A/C pressure by sending out a separate 5 volt signal on the A/C refrigerant pressure sensor signal circuit. This circuit is how the PCM monitors HVAC pressures. Ground for the A/C refrigerant pressure sensor is provided by the low reference circuit. Throttle Body Assembly Replacement Throttle Body: Service and Repair Throttle Body Assembly Replacement REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Drain enough of the engine coolant to prevent leakage from the throttle body coolant bypass hoses. Refer to Draining and Filling Cooling System in Cooling System. 3. Disconnect the breather tube from the air intake tube. 4. Remove the air intake tube. 5. Disconnect the idle air control (IAC) valve electrical connector. 6. Disconnect the throttle position (TP) sensor electrical connector. Page 1618 Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Page 464 Refrigerant Pressure Sensor / Switch: Description and Operation A/C REFRIGERANT PRESSURE SENSOR The A/C system is protected by the A/C refrigerant pressure sensor. The sensors' output to the PCM is variable and is dependent upon pressure inside the line. A higher pressure results in a higher voltage output. The A/C pressure is constantly monitored in order to allow the A/C compressor clutch to disengage as needed. If line pressures climb above 2979 kPa (432 psi), the PCM will turn off the A/C compressor clutch until the pressure lowers to 1510 kPa (219 psi). If line pressures fall below 186 kPa (27 psi), the PCM will turn off the A/C compressor clutch until the pressure raises to 207 kPa (30 psi). A 5 volt reference signal is sent out over the 5 volt reference circuit, from the PCM, to the A/C refrigerant pressure sensor. The PCM monitors the A/C pressure by sending out a separate 5 volt signal on the A/C refrigerant pressure sensor signal circuit. This circuit is how the PCM monitors HVAC pressures. Ground for the A/C refrigerant pressure sensor is provided by the low reference circuit. Page 202 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 10482 Electrical Symbols Part 1 Page 9243 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 4970 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 2734 Body Control Module: Description and Operation BODY CONTROL MODULE (BCM) The BCM contains the logic of the theft deterrent system. The BCM provides the battery positive voltage to operate the Passlock(TM) Sensor. The BCM also measures the voltage of the security sensor signal circuit. The voltage measured will indicate whether the Passlock(TM) Sensor has been activated and whether the resistance value from the sensor is a valid value or the tamper value. If voltage measured is in the valid range, the BCM compares this voltage, voltage code, to a previously learned voltage code. If the voltage codes match, the BCM sends a class 2 message containing a password to the PCM. If the voltage codes do not match, or the voltage is in the Tamper range, or there is a circuit fault, the BCM will not send the correct password to the PCM, and the vehicle will not start. Page 10665 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 9382 Power Seat Switch: Testing and Inspection For further information regarding the diagnosis of this component and the system that it is a part of, please refer to Seats Testing and Inspection. Drive Axles - Improved Axle Nut Availability Axle Nut: Technical Service Bulletins Drive Axles - Improved Axle Nut Availability File In Section: 04 - Driveline Axle Bulletin No.: 03-04-18-001 Date: February, 2003 INFORMATION Subject: Availability of New Front Drive Axle Nut Models: 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is to inform dealers that a new and improved front drive axle nut has been released for service of the above listed vehicles. Use the new nut, P/N 10289657, whenever the front drive axle nut is removed. This new nut is a torque prevailing nut and is silver in color. The old nut is black in color and has a sheet metal cage around the nut (shown below). Using the new nut will provide a more consistent clamp load on the wheel bearing and should help prolong the bearing life. Notice: Use the correct tightening specifications when installing fasteners in order to avoid damage to parts and systems. Torque Tighten the new nut to 235 N.m (173 lb ft). The old nut torque was 385 N.m (284 lb ft). Important: Some front wheel hub kits may have the old style nut included in the kit. Discard the old nut and use the new nut, P/N 10289657. New Style Nut The nut shown is a torque prevailing nut and is silver colored. Old Style Nut Page 11078 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2828 Equivalents - Decimal And Metric Part 1 Page 10896 Electrical Symbols Part 2 Engine/Cooling System - Oil or Coolant Leaks Intake Manifold Gasket: Customer Interest Engine/Cooling System - Oil or Coolant Leaks TECHNICAL Bulletin No.: 03-06-01-010C Date: April 08, 2008 Subject: Engine Oil or Coolant Leak (Install New Lower Intake Manifold Gasket) Models: 2000-2003 Buick Century 2002-2003 Buick Rendezvous 1996 Chevrolet Lumina APV 1997-2003 Chevrolet Venture 1999-2001 Chevrolet Lumina 1999-2003 Chevrolet Malibu, Monte Carlo 2000-2003 Chevrolet Impala 1996-2003 Oldsmobile Silhouette 1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1996-1999 Pontiac Trans Sport 1999-2003 Pontiac Grand Am, Montana 2000-2003 Pontiac Grand Prix 2001-2003 Pontiac Aztek with 3.1L or 3.4L V-6 Engine (VINs J, E - RPOs LG8, LA1) Supercede: This bulletin is being revised to update the Parts Information and add an Important statement. Please discard Corporate Bulletin Number 03-06-01-010B (Section 06 - Engine). Condition Some owners may comment on an apparent oil or coolant leak. Additionally the comments may range from spots on the driveway to having to add fluids. Cause Lower Intake manifold may be leaking allowing coolant oil or both to leak from the engine. Correction Install a new design lower intake manifold gasket. The material used in the gasket has been changed in order to improve the sealing qualities of the gasket. When replacing the gasket the lower intake manifold bolts must also be replaced and torqued in sequence to a specification. Important: The gasket kit part number listed below now includes the new bolts (4 long bolts and 4 short bolts) with the pre-applied threadlocker on them. It is no longer necessary to order the bolts separately when ordering gaskets. Notice: Wheel Alignment Specifications Wheel Alignment Page 5033 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 1566 Coolant: Technical Service Bulletins Cooling System - Coolant Recycling Information Bulletin No.: 00-06-02-006D Date: August 15, 2006 INFORMATION Subject: Engine Coolant Recycling and Warranty Information Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER Vehicles 2005-2007 Saab 9-7X Attention: Please address this bulletin to the Warranty Claims Administrator and the Service Manager. Supercede: This bulletin is being revised to adjust the title and Include Warranty Information. Please discard Corporate Bulletin Number 00-06-02-006C (Section 06 - Engine/Propulsion System). Coolant Reimbursement Policy General Motors supports the use of recycled engine coolant for warranty repairs/service, providing a GM approved engine coolant recycling system is used. Recycled coolant will be reimbursed at the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement is required during a warranty repair, it is crucial that only the relative amount of engine coolant concentrate be charged, not the total diluted volume. In other words: if you are using two gallons of pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement for one gallon of GM Goodwrench engine coolant concentrate at the dealer price plus the appropriate warranty parts handling allowance. Licensed Approved DEX-COOL(R) Providers Important: USE OF NON-APPROVED VIRGIN OR RECYCLED DEX-COOL(R) OR DEVIATIONS IN THE FORM OF ALTERNATE CHEMICALS OR ALTERATION OF EQUIPMENT, WILL VOID THE GM ENDORSEMENT, MAY DEGRADE COOLANT SYSTEM INTEGRITY AND PLACE THE COOLING SYSTEM WARRANTY UNDER JEOPARDY. Shown in Table 1 are the only current licensed and approved providers of DEX-COOL(R). Products that are advertised as "COMPATIBLE" or "RECOMMENDED" for use with DEX-COOL(R) have not been tested or approved by General Motors. Non-approved coolants may degrade the Page 6514 7. Position the hook end of the J38400 (1) under the universal spring and lightly pull the universal spring end out of the shoe web hole. Hold the universal spring while removing the brake shoe. 8. Disconnect the park brake lever from the brake shoe by removing the retaining clip. Installation Procedure 1. Connect the park brake lever to the brake shoe and install the retaining clip. 2. Position the hook end of the J38400 (1) under the universal spring and lightly pull the universal spring end out while installing the brake shoe. Ensure that the universal spring properly engages the brake shoe web hole. 3. Position the hook end of the J38400 (1) under the universal spring and lightly pull the universal spring end out while installing the brake shoe. Ensure that the universal spring engages the brake shoe web hole. Page 251 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 4804 Tighten the screws to 3 N.m (27 lb in). 4. Connect the IAC electrical connector. 5. Install the canister purge valve. 6. Install the throttle control cable bracket. 7. The PCM will reset the idle air control valve whenever the ignition is turned ON, then OFF. Turn ON the ignition, then OFF. 8. Start the engine and allow the engine to reach operating temperature. Page 2780 Conversion - English/Metric Locations Underhood Fuse Block (Part 1) Page 4683 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 10525 11. Disconnect the hazard warning switch electrical connector. 12. Using a small flat-blade screwdriver, carefully release the two retaining features on the mounting bracket and remove the hazard warning switch from the bracket. 13. Install the mounting bracket on the new hazard warning switch. 14. Connect the electrical connector to the new hazard warning switch and insert it through the center air outlet opening in the IP. 15. Position the switch and mounting bracket to the IP and install the two attaching screws through the center air outlet opening. Tighten Tighten to 3 N.m (27 lb in). 16. Through the instrument cluster opening in the IP, install the remaining hazard warning switch attaching screw. Tighten Tighten to 3 N.m (27 lb in). 17. Install the cluster in the IP. Install the four screws. Tighten Tighten to 2 N.m (18 lb in). 18. Connect the electrical connector to the trip reset switch. 19. Install the IP cluster trim panel to the IP and install the two screws. Tighten Tighten to 2 N.m (18 lb in). 20. Install the center air outlet in the IP. 21. Install the bezel on the hazard warning switch. 22. Verify hazard warning switch operation. Grand Am 1. Apply the parking brake. 2. Using a small flat-blade screwdriver, carefully remove the ignition switch bezel. Page 9569 5. Install the cruise control cable tab (5) to the throttle body cam (6). 6. Align the cruise control cable fitting to the throttle body bracket (1). Snap the fitting into place. Ensure that the fitting is retained. 7. Close the hood. 8. Perform A Diagnostic System Check. Refer to Diagnostic System Check - Cruise Control. Page 10680 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Specifications Lifter / Lash Adjuster: Specifications Lifter Type ............................................................................................................................................ ............................................ Roller Lifter, Hydraulic Valve Lifter Guide Bolt ....................................... .................................................................................................................................. 10 Nm (89 inch lbs.) Page 10111 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 6650 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 9432 Seat Cushion: Service and Repair Seat Cushion Cover Replacement - Rear Seat Cushion Cover Replacement - Rear Removal Procedure 1. Remove the rear seat cushion. 2. Untie and loosen the drawstrings from the seat cushion cover. 3. Unhook the seat cover loops from the front of the seat frame. 4. Unhook the seat cover loops from the rear of the seat frame. 5. Pull back the rear seat cushion cover from the pad. 6. Reach inside of the seat cover and unfasten the hook and the loop retainers. 7. Remove the seat cushion cover from the pad. Installation Procedure Page 3978 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 2043 Diagnostic Aids Vibration from the engine operating may cause a body component or another part of the vehicle to make rumbling noise. The drive belt(s) may have a condition that can not be seen or felt. Sometimes replacing the drive belt may be the only repair for the symptom. If replacing the drive belt(s), completing the diagnostic table, and the noise is only heard when the drive belt(s) is installed, there might be an accessory drive component with a failure. Varying the load on the different accessory drive components may aid in identifying which component is causing the rumbling noise. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. This test is to verify that the symptom is present during diagnosing. Other vehicle components may cause a similar symptom. 3. This test is to verify that the drive belt(s) is causing the rumbling noise. Rumbling noise may be confused with an internal engine noise due to the similarity in the description. Remove only one drive belt at a time if the vehicle has multiple drive belts. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. Inspecting the drive belt(s) is to ensure that it is not causing the noise. Small cracks across the ribs of the drive belt will not cause the noise. Belt separation is identified by the plys of the belt separating and may be seen at the edge of the belt our felt as a lump in the belt. 5. Small amounts of pilling is normal condition and acceptable. When the pilling is severe the drive belt does not have a smooth surface for proper operation. Drive Belt Squeal Drive Belt Squeal Diagnosis Page 4329 For vehicles repaired under warranty, use the table. Disclaimer Page 6532 Brake Bleeding: Service and Repair Master Cylinder Bench Bleeding Master Cylinder Bench Bleeding Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. 1. Secure the mounting flange of the brake master cylinder in a bench vise so that the rear of the primary piston is accessible. 2. Remove the master cylinder reservoir cap and diaphragm. 3. Install suitable fittings to the master cylinder ports that match the type of flare seat required and also provide for hose attachment. 4. Install transparent hoses to the fittings installed to the master cylinder ports, then route the hoses into the master cylinder reservoir. 5. Fill the master cylinder reservoir to at least the half-way point with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 6. Ensure that the ends of the transparent hoses running into the master cylinder reservoir are fully submerged in the brake fluid. 7. Using a smooth, round-ended tool, depress and release the primary piston as far as it will travel, a depth of about 25 mm (1 inches), several times. Observe the flow of fluid coming from the ports. As air is bled from the primary and secondary pistons, the effort required to depress the primary piston will increase and the amount of travel will decrease. 8. Continue to depress and release the primary piston until fluid flows freely from the ports with no evidence of air bubbles. 9. Remove the transparent hoses from the master cylinder reservoir. 10. Install the master cylinder reservoir cap and diaphragm. 11. Remove the fittings with the transparent hoses from the master cylinder ports. Wrap the master cylinder with a clean shop cloth to prevent brake fluid spills. 12. Remove the master cylinder from the vise. Page 5098 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Diagrams Page 4030 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 1400 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve to bleed fuel system pressure. 2. Place a shop towel under the fuel pressure gage adaptor fitting to catch any remaining fuel spillage. 3. Remove the J 34730-1A from the adaptor fitting. 4. Remove the J 34730-262. 5. Drain any fuel remaining in the fuel pressure gage into an approved container. 6. Install the cap on the fuel pressure connection. Page 2826 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 4619 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 9810 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 6501 7. Lower the vehicle. Page 10927 Window Switch - LR Page 3371 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Description and Operation Door/Trunk Ajar Indicator/Lamp: Description and Operation The IPC illuminates the door ajar indicator when the ignition is on and the Body Control Module (BCM) detects that one of the vehicle's doors is ajar (signal circuit is low). The BCM sends a message to the IPC via the Serial Peripheral Interface (SPI) requesting illumination. The BCM also sends a class 2 message to the radio in order to activate an audible warning. Page 6409 9. Inspect the following parts for cuts, tears, or deterioration. Replace any damaged parts: ^ The disc brake mounting and hardware. ^ The caliper dust boot. 10. Inspect the caliper bolts (2) and pins for corrosion or damage. Do not attempt to polish away corrosion. If corrosion is found, use new parts, including bushings, when installing the caliper. Installation Procedure 1. Bottom the piston into the caliper bore. Use an old brake pad or wooden block (2) across the face of the piston. Do not damage the piston or the caliper boot. 2. Install the retainer slides to the caliper bracket. Important: When installing brake pads, the pad with the wear indicator must be installed in the inboard position against the piston in the brake Page 5703 Fluid Pump: Specifications Pump, Valve Body, Channel Plate to Case-M6 x 1.0 x 103.0 (Qty 1) ................................................. ................................................................................................................................................ 12 Nm (106 inch lbs.) Pump, Valve Body to Channel Plate-M6 x 1.0 x 63.0 (Qty 1) ...................................... ........................................................................................................................................................... 12 Nm (106 inch lbs.) Pump, Valve Body to Channel Plate-M6 x 1.0 x 90.0 (Qty 6) .......................... .............................................................................................................................................................. ......... 12 Nm (106 inch lbs.) Page 2752 Electrical Symbols Part 1 Page 5231 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 6986 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Page 2889 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 6627 10. Remove the cable retainer (1) from the underbody. 11. Remove the cable (2) from the vehicle. Installation Procedure 1. Connect the park brake cable (2) to the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Connect the cable retainer (1) to the vehicle. ^ Tighten the cable retainer bolt to 10 Nm (89 inch lbs.). 3. Connect the park brake cable (2) at the connector clip (1). 4. Lower the vehicle. 5. Parking brake adjustment is not necessary. This is a self adjusting system and damage may result from attempting to adjust or modify this system Page 705 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 11026 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 10922 Various symbols are used in order to describe different service operations. Trim Height Inspection Alignment: Service and Repair Trim Height Inspection Trim Height Inspection Procedure Trim Height Measurements Trim height is a predetermined measurement relating to vehicle ride height. Incorrect trim heights can cause bottoming out over bumps, damage to the suspension components and symptoms similar to wheel alignment problems. Check the trim heights when diagnosing suspension concerns and before checking the wheel alignment. Perform the following before measuring the trim heights: 1. Set the tire pressures to the pressure shown on the certification label. 2. Check the fuel level. Add additional weight if necessary to simulate a full tank. 3. Make sure the rear compartment is empty except for the spare tire. 4. Make sure the vehicle is on a level surface, such as an alignment rack. 5. Close the doors. 6. Close the hood. 7. All dimensions are measured vertical to the ground. Trim heights should be within - 10 mm to +10 mm to be considered correct. Z Height Measurement The Z height dimension measurement determines the proper ride height for the front end of the vehicle. There is no adjustment procedure. Repair may require replacement of suspension components. 1. Lift the front bumper of the vehicle up about 38 mm (1.5 inch). 2. Gently remove your hands. Let the vehicle settle. 3. Repeat this operation for a total of 3 times. 4. Measure from the bottom surface of the cradle, in line with the ball joint, of the lower ball joint in order to obtain the Z height measurement. 5. Push the front bumper of the vehicle down about 38 mm (1.5 inch). 6. Gently remove your hands. 7. Allow the vehicle to settle into position. 8. Repeat the jouncing operation 2 more times for a total of 3 times. 9. Measure the Z dimension. 10. The true Z height dimension number is the average of the high and the low measurements. Refer to Trim Height Specifications. D Height Measurement Page 5662 Step 9 Page 401 Coolant Temperature Sensor/Switch (For Computer): Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 2794 Engine Control Module: Service and Repair Service Programming System (SPS) The Service Programming System (SPS) allows a technician to program a control module through the data link connector (DLC). The information transfer circuit that is used at the DLC is the same serial data circuit used by the scan tool for retrieving diagnostic trouble codes (DTCs), displaying data, clearing DTCs, etc. This procedure offers the ability to install software/calibrations matched to a particular vehicle. Most control modules have 2 types of memory. The software/calibrations reside in the flash memory. The two types of memory are listed below: ^ Electrically Erasable Programmable Read Only Memory (EEPROM) This type of memory allows selected portions of memory to be programmed while other portions remain unchanged. Certain learned values reside in the EEPROM, such as: ^ The Vehicle Identification Number (VIN) ^ The crankshaft variation learned position ^ The software/calibrations identification numbers ^ The control module security information ^ Flash Read Only Memory - Flash Memory Flash memory has increased memory storage capacity. During programming, all information within this type of memory is erased, and then replaced with entirely new information. Service Programming Methods The 4 methods of programming a control module and the proper tools for each method are as follows: ^ Remote Programming: The Tech 2 or other scan tool, Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software - The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is installed in the vehicle ^ Pass Thru Programming: The Tech 2 or other scan tool, Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software - The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is installed in the vehicle. ^ Off-Board Remote Programming, vehicle NOT available: The Tech 2 or other scan tool, Off-board Programming Adapter (OBPA), Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software-The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is NOT installed in a vehicle. ^ Off-Board Pass Thru Programming The Tech 2 or other scan tool, off-board programming adapter (OBPA), Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software-The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is NOT installed in a vehicle Before Programming a Control Module IMPORTANT: DO NOT program an existing control module with the identical software/calibration package. This procedure is not a short cut to correct a driveability condition. This is an ineffective repair. A control module should only be programmed when the following occurs: ^ When a service procedure instructs you to replace the control module. The service part control module does not contain operating software or calibrations. ^ General Motors Corporation releases an updated software/calibration package. Ensure that the following conditions are met before programming a control module: ^ Vehicle system voltage: There are no charging system concerns. All charging system concerns must be repaired before programming a control module. - The battery voltage is greater than 12 volts but less than 16 volts. The battery must be fully charged before programming the control module. - A battery charger is NOT connected to the vehicles battery. Incorrect system voltage or voltage fluctuations from a battery charger may cause programming failure or control module damage. - Turn OFF or disable any system that may put a load on the vehicles battery. Turn OFF or disable systems such as: ^ Daytime Running Lights (DRL). Applying the parking brake, on most vehicles, disables the DRL system. ^ Heating, Ventilation, And Air Conditioning (HVAC) systems ^ Engine cooling fans, etc. ^ The ignition switch is in the proper position. The scan tool prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure unless instructed to do so. ^ All tool connections are secure: The RS-232 cable - The connection at the DLC - The voltage supply circuits - The OBPA ^ DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. Page 4677 Electrical Symbols Part 1 Page 5210 Electrical Symbols Part 2 Wiper Motor Cover Replacement Wiper Motor: Service and Repair Wiper Motor Cover Replacement REMOVAL PROCEDURE 1. Remove the air inlet grille panel. 2. Disconnect the wiper motor electrical connector. 3. Remove the wiper motor cover screws. 4. Remove the wiper motor cover from the wiper motor. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Position the wiper motor cover to the wiper motor. 2. Install the wiper motor cover screws. Tighten Tighten the 3 screws to 2 N.m (18 lb in). 3. Connect the wiper motor electrical connector. 4. Install the air inlet grille panel. OnStar(R) - Incorrect GPS Position Reported During Call Cellular Phone: Customer Interest OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 1108 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Specifications Ball Joint: Specifications Ball Joint to Steering Knuckle Nut 41 ft. lbs. Wear Limit 0.125 inch Page 9991 Tachometer: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Testing and Inspection. Page 7248 Assembly Procedure 1. Install the new boot clamp (1) onto the rack and pinion boot (3). 2. Prior to rack and pinion boot installation, apply grease to the inner tie rod assembly (2) and the rack and pinion gear assembly (1). 3. Install the rack and pinion boot (3) onto the inner tie rod assembly (2). 4. If present, install the breather tube while aligning the breather tube with the mark made during removal and the molded nipple of the rack and pinion boot. Important: The rack and pinion boot (3) must not be twisted, puckered or out of shape in any way. If the rack and pinion boot (3) is not shaped properly, adjust the rack and pinion boot (3) by hand before installing the boot clamp. 5. Install the rack and pinion boot onto the gear assembly (1) until the rack and pinion boot (3) is seated in the gear assembly groove. 6. Install the boot clamp (1) on the rack and pinion boot (2) with 322610. 7. Crimp the boot clamp (1). 8. Pinch the pliers together on the rack and pinion boot (2) in order to install the tie rod end clamp. Spark Plug Gap Spark Plug: Specifications Spark Plug Gap Spark Plug Gap ................................................................................................................................... .................................................. 1.524mm (0.060 in) Page 10206 Fog/Driving Lamp Switch: Service and Repair FOG LAMP SWITCH REPLACEMENT - FRONT REMOVAL PROCEDURE 1. Remove the trim plate from the Instrument Panel (IP) cluster. 2. Remove the fog lamp/dimmer switch (2) from the trim panel by releasing the tabs (1) with a small flat bladed tool. INSTALLATION PROCEDURE 1. Install the fog lamp/dimmer switch (2) to the trim panel, ensure that the retaining tabs (1) are seated. 2. Install the trim panel to the IP. Page 9431 Seat Cushion: Service and Repair Seat Cushion Replacement - Rear Seat Cushion Replacement - Rear Removal Procedure 1. Disengage the rear seat cushion retainer (1) pressing rearward using a flat-bladed tool (3). 2. Remove the rear seat cushion by lifting upward and out. Installation Procedure 1. Position the rear seat cushion under the seat back and over the retainers. 2. Press downward on the rear seat cushion in order to latch the retainer (1). Page 3518 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 2603 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 5173 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 3819 Various symbols are used in order to describe different service operations. Page 9391 1. Install the seat back cover to the seat back pad. 2. Use firm hand pressure in order to fasten the hook and the loop retainers, securing the rear seat back cover to the pad. 3. Install the seat back cover to the split/folding rear seat back. 4. Install the new stables to the split/folding rear seat back. 5. Use firm hand pressure in order to fasten the hook and the loop retainer on the rear split folding seat back cover. Notice: Refer to Fastener Notice in Service Precautions. 6. Install the pivot bolt and bushing to the split/folding rear seat back. Tighten the pivot bolt to 10 N.m (89 lb in). 7. Install the split/folding rear seat back. Page 5514 Band Apply Servo: Service and Repair Intermediate/Fourth Servo Assembly Replacement Intermediate/Fourth Servo Assembly Replacement Removal Procedure 1. Remove the oil pan and filter. 2. Remove the oil feed pipes. 3. Remove the two intermediate/4th servo cover bolts, the servo and the spring. 4. Disassemble, clean and inspect the intermediate/4th servo assembly. Installation Procedure 1. Assemble the intermediate/4th servo assembly. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the intermediate/4th band servo piston spring, the servo and the servo cover bolts. - Tighten the bolts to 12 Nm (106 inch lbs.). 3. Install the oil feed pipes. 4. Install the filter and the pan. 5. Lower the vehicle. 6. Fill the transmission with Dexron III fluid. 7. Inspect the transmission oil level. Page 6001 Valve Body: Specifications Valve Body, Channel Plate to Case-M6 x 1.0 x 90.0 (Qty 5) ............................................................... .................................................................................................................................. 12 Nm (106 inch lbs.) Valve Body, Channel Plate to Case-M6 x 1.0 x 103.0 (Qty 2) ..................................................... ............................................................................................................................................ 12 Nm (106 inch lbs.) Valve Body to Channel Plate-M6 x 1.0 x 51.0 (Qty 5) ................................................. ................................................................................................................................................ 12 Nm (106 inch lbs.) Page 8628 Use extra care whenever towing another vehicle. Do not exceed the towing vehicle's gross combination weight (GCW) by adding the weight of the dinghy towed vehicle or vehicle damage may result. 6. When the vehicle being towed is firmly attached to the tow vehicle, release the parking brake. 7. Replace the fuse(s) in the fuse panel when finished towing. Tracker Models Note: Locking the steering column when towing your vehicle may damage the steering column. Always unlock the steering column before towing. Important: ^ Two-wheel drive Trackers cannot be dinghy towed. Two-wheel drive models MUST be towed with the rear drive wheels on a dolly. ^ The towing speed must not exceed 90 km/h (55 mph). In order to properly dinghy tow a 4WD Tracker, follow these steps: 1. Set the parking brake. 2. Shift the transmission into Park (AT) or second gear (MT). 3. With the ignition key in the ON position, move the transfer case to Neutral. Make sure the 4WD indicator on the instrument panel cluster is Off. 4. Turn the ignition key to ACC in order to unlock the steering wheel. 5. Release the parking brake. Stop towing the vehicle every 300 km (200 mi) and do the following steps: 1. Start the engine of the towed vehicle. 2. Leave the transfer case shift lever in Neutral. 3. Shift the transmission to Drive (AT). For vehicles with (MT), leave the transmission in second gear with the clutch engaged. 4. Run the engine at medium speed for one minute to circulate the oil through the transfer case. 2003-2007 Pontiac Vibe Only the front wheel drive vehicles with manual transmission are designed to be dinghy towed. Use the following procedure to properly dinghy tow these models: 1. Place the shift lever in Neutral. 2. Turn the ignition switch to the ACC position to avoid locking the steering wheel. Make sure that the audio system is turned off and that nothing is plugged into the power outlets. 3. Release the parking brake. 4. After dinghy towing the vehicle, let the engine idle for more than three minutes before driving the vehicle. Four Wheel Drive and All Wheel Drive Light Duty Trucks Page 10338 Interior Lighting Module: Service and Repair MODULE REPLACEMENT - PANEL DIMMING REMOVAL PROCEDURE 1. Remove the left closeout/insulator panel. 2. Remove the I/P dimmer module bolts (3). 3. Remove the I/P dimmer module (2) from the HVAC bracket. 4. Disconnect the electrical connector (1) from the I/P dimmer module (2). INSTALLATION PROCEDURE 1. Connect the electrical connector (1) to the I/P dimmer module (2). 2. Install the I/P dimmer module (2) to the HVAC bracket. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the I/P dimmer module bolts (3). Tighten Tighten the bolts to 4 N.m (36 lb in). 4. Install the left closeout/insulator panel. Rear Door Window Belt Inner Sealing Strip Replacement Rear Door Window Glass Weatherstrip: Service and Repair Rear Door Window Belt Inner Sealing Strip Replacement Sealing Strip Replacement - Rear Door Window Belt Inner Removal Procedure 1. Remove the rear door trim panel. 2. Pull upward on the inner belt sealing strip (1) in order to disengage it from the door flange. 3. Remove the rear door inner belt sealing strip from the door. Installation Procedure 1. Position the rear door inner belt sealing strip (1) to the rear door. 2. Push downward on the inner belt sealing strip (1) in order to engage it to the door flange. 3. Install the rear door trim panel. Page 4206 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Specifications Shifter A/T: Specifications Shift Lever to Transmission Nut .......................................................................................................... ..................................................... 20 Nm (15 ft. lbs.) Body - Polypropylene Energy Absorber Replacement Rear Bumper Reinforcement: Technical Service Bulletins Body - Polypropylene Energy Absorber Replacement Bulletin No.: 07-08-63-001 Date: April 17, 2007 INFORMATION Subject: Information on Repair of Polypropylene Energy Absorbers Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to change the repair information. Please discard Corporate Bulletin Number 63-20-02 (Section 8 - Body and Accessories). Because the energy absorbers are relatively low in cost to replace, it is now more cost efficient to replace the energy absorbers whenever they are damaged. Disclaimer Page 2869 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 768 Engine Coolant Temperature (ECT) Sensor Diagrams Power Door Lock Switch: Diagrams Door Lock Switch - Driver Door Lock Switch - Front Passenger Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER INTAKE DUCT REPLACEMENT REMOVAL PROCEDURE 1. Loosen the 2 intake air duct (shown similar) clamps from the air cleaner assembly and throttle body. 2. Disconnect the intake air temperature (IAT) sensor electrical connector. 3. Remove intake air duct/mass air flow (MAF) sensor from air cleaner assembly and throttle body. 4. Loosen the clamp on the MAF sensor and separate the intake air duct from the MAF sensor. INSTALLATION PROCEDURE 1. Assemble the intake air duct and MAF sensor. 2. Install the assembly (shown similar) to the throttle body and air cleaner assembly. NOTE: Refer to Fastener Notice in Service Precautions. 3. Secure the 3 clamps on the intake air duct/MAF sensor assembly. Tighten Tighten the air cleaner duct clamps to 2 N.m (18 lb in). Page 10826 Steps 1-11 Page 4955 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 10590 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 2654 2. Install the intermediate pipe to the hanger. 3. Install sway bar insulator, brackets and nuts. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the intermediate pipe to the three-way catalytic converter bolts. Tighten bolts to 45 Nm (33 ft. lbs.). 5. Install the muffler to the intermediate pipe bolts. Tighten bolts to 50 Nm (37 ft. lbs.). 6. Lower the vehicle. Page 918 Electrical Symbols Part 3 Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 7604 Axle Nut: Specifications This article has been updated with bulletin 03-04-18-001 AXLE NUT New Style Nut ^ Tighten the NEW style nut to 235 Nm (173 ft. lbs.). Old Style Nut ^ Tighten the OLD style nut to 385 Nm (284 ft. lbs.). Page 9313 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 2597 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 8466 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 704 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 11027 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 3366 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Coolant: Technical Service Bulletins Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Bulletin No.: 05-06-02-002B Date: January 18, 2008 INFORMATION Subject: DEX-COOL(R) Coolant - New Leak Detection Dye J 46366 - Replaces J 29545-6 Models: 1996-2008 GM Passenger Cars and Light/Medium Duty Trucks* (including Saturn) 1997-2008 Isuzu T-Series Medium Duty Tilt Cab Models Built in Janesville and Flint 1999-2008 Isuzu N-Series Medium Duty Commercial Models with 5.7L or 6.0L Gas Engine 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X *EXCLUDING 2006 and Prior Chevrolet Aveo, Epica, Optra, Vivant and Pontiac Matiz, Wave Supercede: This bulletin is being revised to include additional model years. Please discard Corporate Bulletin Number 05-06-02-002A (Section 06 - Engine/Propulsion System). Leak detection dye P/N 12378563 (J 29545-6) (in Canada P/N 88900915) may cause DEX-COOL(R) coolant to appear green in a black vessel making it appear to be conventional (green) coolant. This may cause a technician to add conventional coolant to a low DEX-COOL(R) system thus contaminating it. The green DEX-COOL(R) appearance is caused by the color of the leak detection dye which alters the color of the DEX-COOL(R) coolant. A new leak detection dye P/N 89022219 (J 46366) (in Canada P/N 89022220) has been released that does not alter the appearance of the DEX-COOL(R) coolant. When adding the new leak detection dye the color of the DEX-COOL(R) coolant will not change. For detecting leaks on any system that uses DEX-COOL(R) leak detection dye P/N 89022219 (in Canada P/N 89022220) should be used. The new leak detection dye can be used with both conventional and DEX-COOL(R) coolant. Disclaimer Page 4266 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 10172 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 6431 TOOL INFORMATION CORRECTION PLATE PART INFORMATION Refer to TSB 01-05-23-001 for the Brake Align(R) application chart. For vehicles repaired under warranty, Brake Align(R) Run-Out Correction Plates should be submitted in the Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are available through the following suppliers: - Dealer Equipment and Services - Brake Align(R) LLC (U.S. Dealers Only) * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items, which may be available from other sources. Page 10067 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 5163 Electrical Symbols Part 1 Page 4758 2. Position the fuel pipe in the body clips. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the fuel pipe mounting bolts into the body clips. Tighten Tighten the bolts to 6 N.m (40 lb in). 4. Install the exhaust heat shield. Tighten ^ Tighten the exhaust shield bolt to 2 N.m (18 lb in). ^ Tighten the exhaust shield nuts to 1 N.m (9 lb in). 5. Remove the caps on the fuel lines. 6. Connect the fuel feed pipe quick-connect fitting at the fuel filter. 7. Connect the fuel return pipe quick-connect fitting at the fuel tank. 8. Lower the vehicle. 9. Remove the caps on the fuel lines. 10. Connect the fuel feed pipe quick-connect fitting at the engine compartment. 11. Connect the fuel return pipe quick-connect fitting at the engine compartment. 12. Tighten the fuel filler cap. 13. Reconnect the negative battery cable. 14. Inspect for fuel leaks using the following procedure: 14.1. Turn ON the ignition for 2 seconds. 14.2. Turn OFF the ignition for 10 seconds. 14.3. Turn ON the ignition. 14.4. Inspect for fuel leaks. Page 1036 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3579 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4402 Throttle Position (TP) Sensor Page 7655 Tighten Tighten the bolt retaining the cross vehicle beam to the HVAC module to 10 N.m (89 lb in). 15. Install the instrument panel (IP) carrier. Page 10095 Brake Light Switch: Service and Repair Stop Lamp Switch Replacement Removal Procedure 1. Remove the driver side sound insulator. 2. Remove the electrical connection. 3. Remove the brake switch (3), by grasping the brake switch and turning it 90 degrees counterclockwise while pulling toward the rear of the vehicle. Installation Procedure 1. Insert the stop lamp switch (3) into the retainer until the switch body is seated on the retainer. 2. Pull the brake pedal upward against the internal pedal stop. 3. Turn the switch 90 degrees clockwise in order to lock the switch into position. 4. Connect the electrical connector. Page 2771 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. A/T - 4L60/65E, No Reverse/2nd or 4th Gear Sun Gear: All Technical Service Bulletins A/T - 4L60/65E, No Reverse/2nd or 4th Gear TECHNICAL Bulletin No.: 00-07-30-022D Date: June 10, 2008 Subject: No Reverse, Second Gear or Fourth Gear (Replace Reaction Sun Shell with More Robust Heat Treated Parts) Models: 1993 - 2005 GM Passenger Cars and Light Duty Trucks 2003 - 2005 HUMMER H2 with 4L60/65-E Automatic Transmission (RPOs M30 or M32) Supercede: This bulletin is being revised to add 2005 model year to the parts information. Please discard Corporate Bulletin Number 00-07-30-022C (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a no reverse, no second or no fourth gear condition. First and third gears will operate properly. Cause The reaction sun gear (673) may not hold inside the reaction sun shell (670). Correction Important: There are FOUR distinct groups of vehicles and repair procedures involved. Vehicles built in the 2001 model year and prior that make use of a reaction shaft to shell thrust washer: ^ The sun shell can be identified by four square holes used to retain the thrust washer. Use reaction sun shell P/N 24228345, reaction carrier to shell thrust washer (699B) P/N 8642202 and reaction sun gear shell thrust washer (674) P/N 8642331er (674) P/N 8642331along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and prior that have had previous service to the reaction sun shell: It is possible that some 2001 and prior model year vehicles have had previous service to the reaction sun shell. At the time of service, these vehicles may have been updated with a Reaction Sun Shell Kit (Refer to Service Bulletin 020730003) without four square holes to retain the thrust washer. If it is found in a 2001 model year and prior vehicles that the reaction sun shell DOES NOT have four square holes to retain the thrust washer, these vehicles must be serviced with P/Ns 24229825 (674), 24217328 and 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and later that make use of a reaction shaft to shell thrust bearing: The sun shell can be identified by no holes to retain the thrust washer. Use reaction sun shell, P/N 24229825, reaction carrier shaft to shell thrust bearing (669A), P/N 24217328 and reaction sun gear shell thrust washer (674), P/N 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built from November, 2001 through June, 2002: These vehicles should have the reaction carrier shaft replaced when the sun shell is replaced. Use shell kit P/N 24229853, which contains a sun shell (670), a reaction carrier shaft (666), a reaction carrier shaft to shell thrust bearing (669A) and a reaction sun gear shell thrust washer (674). The appropriate seals and washers listed below should also be used. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Follow the service procedure below for diagnosis and correction of the no reverse, no second, no forth condition. Important: If metallic debris is found on the transmission magnet, the transmission must be completely disassembled and cleaned. Metallic debris is defined as broken parts and pieces of internal transmission components. This should not be confused with typical "normal" fine particles found on all transmission magnets. Failure to properly clean the transmission case and internal components may lead to additional repeat repairs. 1. Remove the transmission oil pan and inspect the magnet in the bottom of the pan for metal debris. Refer to SI Document ID # 825141. Page 5540 Phase three will eliminate the oil pump body 0-ring seal groove and the 0-ring seal. Beginning March 2004, a new stamped carrier molded rubber seal (2) will be used to seal the pump assembly to the transmission case. The pump sealing surface is now the outer diameter of the pump and the inner diameter (1) of the transmission case bore. Unlike the current 0-ring seal, which is installed on the oil pump body, the new seal is installed after the pump assembly is properly positioned and torqued in place. Seating the seal is accomplished when the torque converter housing is installed, which presses the seal (3) into position between the pump and the case bore (1). As a result of the modified casting and the deeper pump bore machining, the area between the oil pan mounting surface and the pump bore has decreased. Because of the reduced material in this area (1) it is necessary to use the shorter oil pan attaching bolts (2). Early pan bolts (3), before November 2002, should not be used with the modified case design, since they are 1.0 mm (0.39 in) longer and could deform the chamfer surface (4). Service Information Page 9968 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2505 Coolant Temperature Sensor/Switch (For Computer): Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 3927 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 8248 For vehicles repaired under warranty, use the table. Disclaimer Page 3104 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 8063 Tighten Tighten the rear seat belt retractor anchor plate bolt to 42 N.m (31 lb ft). 4. Install the rear window panel trim. Engage the retainers. 5. Install the rear seat cushion. 6. Install the rear seat back cushion. Page 374 Sunroof / Moonroof Switch: Description and Operation SUNROOF OPENING POSITION SWITCH/SUNROOF LIMIT SWITCHES The sunroof limit switches within the sunroof opening position switch, track the position of the glass through 2 limit switches: ^ Soft Stop limit ^ Vent Stop limit The sunroof control module monitors the limit switches and based on the inputs determines the position of the sunroof glass. As a limit switch closes, the 5 volt reference will be shorted to the sunroof limit switch low reference circuit, pulling the 5 volt reference to 0 volts. The sunroof control module understands the position of the sunroof glass based on the different input combinations from the sunroof limit switch range switch circuit and the sunroof limit switch soft stop signal circuit inputs. Page 3270 Electrical Symbols Part 1 Page 3718 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 1307 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 7143 For vehicles repaired under warranty, use the table. Disclaimer Page 4295 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. OnStar(R) - Re-establishing OnStar(R) Communications Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 240 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 733 Electrical Symbols Part 2 Page 7033 4. Install the outboard junction block electrical connector to the IP fuse block Left side shown, right side similar. 5. Engage the outboard junction block electrical connector to the IP fuse block until connector tabs are fully seated. Tighten Tighten the outboard junction block electrical connector bolt to 3 N.m (27 lb in). 6. Install the outer trim covers (1, 3) to the Instrument Panel (IP) carrier (2). 7. Connect the negative battery cable. Page 6653 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 10019 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 10410 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 5227 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 8853 1. Install the door inside handle rod (2) to the rear door inside handle (3). 2. Install the door inside locking rod (4) from the rear door inside handle (3). Notice: Refer to Fastener Notice in Service Precautions. 3. Install the rear door inside handle screw (2). Tighten the screw to 1 N.m (9 lb in). 4. Install the rear door lock screws (2). Tighten the screw to 6 N.m (53 lb in). 5. Install the rear door water deflector. Page 5049 Crankshaft Position Sensor: Connector Views Crankshaft Position (CKP) Sensor A Crankshaft Position (CKP) Sensor B Page 1129 Conversion - English/Metric Page 2721 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 6133 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 10288 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 9413 5. Check the rear split folding seat backs for proper operation. 6. Return the seat back to the original position. 7. Close the rear compartment lid. Page 4357 Transmission Position Switch/Sensor: Specifications Park/Neutral Position Switch to Case ....................................................................................................................................................... 24 Nm (18 ft. lbs.) Input Speed Sensor Connector, Wiring Harness Side Page 7331 4. Connect the trailing arm (5) to the knuckle (1). 5. Install the trailing arm bolt (2) to the knuckle (1). ^ Tighten the bolt to 69 Nm (51 ft. lbs.). 6. Install the backing plate. 7. Install the rear wheel hub. 8. Connect the ABS electrical connector. 9. Install the drum. ^ Tighten the strut to knuckle nuts (3) to 120 Nm (89 ft. lbs.). 10. Install the stabilizer shaft link. 11. Install the tire and wheel. 12. Lower the vehicle. Wheel Speed Sensor (WSS) - LF Locations Oxygen Sensor: Locations Locations View Page 250 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Wheel Alignment Specifications Wheel Alignment Page 1059 Locations View Page 8408 Diagnostic Tips Review # 5 - Alpine Silver Box Navigation Radio Disclaimer Page 2544 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2053 1. Install the drive belt tensioner. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the tensioner bolt. Tighten the drive belt bolt to 50 Nm (37 ft. lbs.). 3. Using the J 39914, rotate the belt tensioner. 4. Install the drive belt to the generator pulley. Page 9151 ^ Refer to Theft Systems Description and Operation in Theft Deterrent for more information about the Content Theft Deterrent feature. ^ Refer to Audible Warnings Description and Operation in Instrument Panel, Gauges and Console for more information about the Chime. Page 8598 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 2216 Once the seal is removed from the crankshaft, remove and save all eight screws and discard the old seal. Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or sharp edges with crocus cloth or equivalent before proceeding. Installation Procedure Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal. Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above illustration. Page 1143 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 5291 1. Install the upper clip of the AT shift lock control onto the upper pivot point, and the lower clip onto the lower pivot point. 2. Install the center console. 3. Install the electrical connector to the AT shift lock control. 4. Connect the negative battery cable. Page 4917 5. Remove the TP sensor and O-ring. INSTALLATION PROCEDURE 1. Install the TP sensor O-ring on the TP sensor. 2. Install the TP sensor on the throttle body assembly. NOTE: Refer to Fastener Notice in Service Precautions. Page 3242 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 3296 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 6393 clean the area so that the print is visible). This indicates the correct brake pads have been previously installed. The brake pads contained in Front Pad Kit, P/N 18044437 are the only brake pads that should be used on these vehicles. If the number 1417 is not present, or if the number is not legible, replace the brake pads. If the correct pads were previously installed, verify the brake pad thickness. If the brake pad friction material thickness is 4.6 mm (0.18 in) or greater, re-use the pads. If the friction material thickness is less than 4.6 mm (0.18 in), install new brake pads contained in Front Pad kit, P/N 18044437. If the rotor thickness is less than 25 mm (0.98 in), install a new rotor. If rotor thickness is greater than 25 mm (0.98 in), refinish the rotor. Replace existing front brake rotors and pads, if necessary, with new components indicated in the table following the applicable Service Manual procedures and the service guidelines contained in Corporate Bulletin Number 00-05-22-002. Important ^ The brake pad with the wear indicator must be installed in the inner position (against the piston in the caliper). When properly installed. the wear indicator will be pointing up with the caliper installed on the car (Refer to Corporate Bulletin Number 01-05-23-005). ^ If the pad with the wear indicator must be installed in the outboard position, reduced front brake lining life or interference between the compact spare tire and brake caliper may occur ^ Anytime a new or refinished rotor is installed on a vehicle, the rotor must have.040 mm (.0015 in) or less of lateral run-out. This specification is important to prevent comebacks for brake pulsation and is a tighter specification than specified for other vehicle models. GM has approved a new technology for the correction of lateral run-out on new or refinished rotors. This new method is called *"Brake Align(R)". It will allow the technician to meet the .040 mm (.0015 in) or less requirement for lateral run-out by installing a specially selected tapered correction plate between the rotor and the hub (Reference Corporate Bulletin Number 01-05-23-001). * We believe this source and their products to be reliable There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. 1. Machine the existing rotors on an approved, well-maintained brake lathe to guarantee smooth, flat, and parallel surfaces. Replace the rotors if they do not meet the minimum thickness specification. DO NOT MACHINE NEW ROTORS. Page 577 Fog/Driving Lamp Switch: Service and Repair FOG LAMP SWITCH REPLACEMENT - FRONT REMOVAL PROCEDURE 1. Remove the trim plate from the Instrument Panel (IP) cluster. 2. Remove the fog lamp/dimmer switch (2) from the trim panel by releasing the tabs (1) with a small flat bladed tool. INSTALLATION PROCEDURE 1. Install the fog lamp/dimmer switch (2) to the trim panel, ensure that the retaining tabs (1) are seated. 2. Install the trim panel to the IP. 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 1-2 shift solenoid retainer clip (304), the 1-2 shift solenoid (305) with O-ring (303), the 1-2 shift valve (302), and the 1-2 shift valve spring (301). Installation Procedure 1. Install the 1-2 shift valve spring (301), the 1-2 shift valve (302), the 1-2 shift solenoid (305) with O-ring (303) and the 1-2 shift solenoid retainer clip (304) 2. Install the transmission side cover. Page 7443 Axle Nut: Specifications This article has been updated with bulletin 03-04-18-001 AXLE NUT New Style Nut ^ Tighten the NEW style nut to 235 Nm (173 ft. lbs.). Old Style Nut ^ Tighten the OLD style nut to 385 Nm (284 ft. lbs.). Page 2765 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 2922 4. Refill the cooling system. Refer to Draining and Filling Cooling System in Cooling System. Page 9110 Disclaimer Page 4666 Fuel Pressure: Testing and Inspection Fuel System Diagnosis SYSTEM DESCRIPTION When the ignition is turned ON, the powertrain control module (PCM) will turn ON the in-tank fuel pump. The in-tank fuel pump will remain ON as long as the engine is cranking or running and the PCM is receiving ignition reference pulses. If there are no ignition reference pulses, the PCM will turn the in-tank fuel pump OFF 2 seconds after the ignition is turned ON or 2 seconds after the engine stops running. The in-tank fuel pump is an electric pump attached to the fuel sender assembly. The fuel pump is designed to provide fuel at a pressure above the pressure needed by the fuel injectors. A fuel pressure regulator, attached to the fuel rail, keeps the fuel available to the fuel injectors at a regulated pressure. Unused fuel is returned to the fuel tank by a separate fuel return pipe. TEST DESCRIPTION Page 4960 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 610 the bottom of the outlet rearward to release the top. 3. Remove the two 7 mm hex head screws attaching the IP cluster trim panel to the IP. 4. Remove the trim plate from the IP by pulling up and out to release the lower retainers. 5. Disconnect the trip reset switch electrical connector. 6. Remove the four 7 mm hex head screws attaching the instrument cluster to the IP. 7. Remove the instrument cluster from the opening and reposition as necessary. It is not necessary to disconnect the electrical connector. 8. Through the instrument cluster opening in the IP, remove one of the three 7 mm hex head screws that attach the hazard warning switch to the IP. 9. Through the center air outlet opening in the IP, remove the remaining two 7 mm hex head screws that attach the hazard warning switch to the IP. 10. Remove the hazard warning switch through the center air outlet opening. Page 794 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 1861 Wheel Bearing: Service and Repair Wheel Bearing/Hub Replacement- Front Wheel Bearing/Hub Replacement- Front Removal Procedure 1. Raise the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the wheel drive shaft. 4. Remove the brake rotor. 5. Remove the hub and bearing assembly bolts (5). 6. Remove the hub and bearing assembly (1) from the steering knuckle (2). Installation Procedure 1. Install the hub and bearing assembly (1) to the steering knuckle (2). Notice: Refer to Fastener Notice in Service Precautions. 2. Install the hub and bearing assembly bolts (5). ^ Tighten the hub and bearing assembly bolts to 95 Nm (70 ft. lbs.). 3. Install the brake rotor. 4. Install the wheel drive shaft. 5. Install the tire and wheel assemblies. 6. Check the front wheel alignment. Page 4934 5. Connect the accelerator cable to the throttle body lever. 6. Connect the accelerator cable to the accelerator cable bracket. 7. Connect the accelerator cable into the retaining clip. 8. Reinstall the accelerator cable shield, if equipped. 9. Inspect for complete throttle opening and closing positions by operating the accelerator pedal. Also inspect for poor carpet fit under the accelerator pedal. 10. Inspect the throttle should operate freely, without binding, between full closed and wide open throttle. 11. Install the left instrument panel sound insulator. Page 10667 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 10017 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 3220 Various symbols are used in order to describe different service operations. Page 3673 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 479 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 9807 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 4625 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 4969 Equivalents - Decimal And Metric Part 1 Page 3745 20. With the Tech 2(R), select Program. 21. After the download is complete, exit Service Programming. 22. Turn OFF the Off-Board Programming Adapter. Page 10543 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 1-2 shift solenoid retainer clip (304), the 1-2 shift solenoid (305) with O-ring (303), the 1-2 shift valve (302), and the 1-2 shift valve spring (301). Installation Procedure 1. Install the 1-2 shift valve spring (301), the 1-2 shift valve (302), the 1-2 shift solenoid (305) with O-ring (303) and the 1-2 shift solenoid retainer clip (304) 2. Install the transmission side cover. Page 2954 Various symbols are used in order to describe different service operations. Page 1026 Electrical Symbols Part 3 Lighting - Headlamp Polycarbonate Lens Damage Prevention Headlamp Lens: Technical Service Bulletins Lighting - Headlamp Polycarbonate Lens Damage Prevention INFORMATION Bulletin No.: 02-08-42-001D Date: June 21, 2010 Subject: Headlamp Lens Overheating When Covered and Chemical Damage to Exterior Polycarbonate Headlamp Lenses Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and to revise the warning statements. Please discard Corporate Bulletin Number 02-08-42-001C (Section 08 - Body and Accessories). The bulletin is being issued to make dealers and customers aware of chemical damage that may be caused to exterior polycarbonate headlamp lenses. Most late model vehicles have these types of headlamp lenses. This material is used because of its temperature and high impact resistance. A variety of chemicals can cause crazing or cracking of the headlamp lens. Headlamp lenses are very sensitive. Care should be exercised to avoid contact with all exterior headlamp lenses when treating a vehicle with any type of chemical, such as those recommended for rail dust removal. Rubbing compound, grease tar and oil removers, tire cleaners, cleaner waxes and even car wash soaps in too high a concentration may also attribute to this condition. This could result in the need to replace the entire headlamp housing. Warning Use only lukewarm or cold water, a soft cloth and a car washing soap to clean exterior lamps and lenses. Also, crazing or deformations of the lens may occur if a shop mat or fender cover is draped over the fender and covers a portion or all of the headlamp assembly while the DRL or headlamps are on. This action restricts the amount of heat dissipated by the headlamps. Warning Care should be taken to not cover headlamps with shop mats or fender covers if the vehicle is being serviced with the headlamps or DRL illuminated. Covering an illuminated lamp can cause excessive heat build up and crazing/deformation of the lens may occur. The degradation of the lens can be unnoticeable at first and eventually become hairline cracks in the lens. In extreme cases, it could cause the lens to deform. This damage can also be caused by aftermarket shields that are often tinted in color. Once a heat buildup is generated by the headlamp, a degradation of the headlamp lens begins. This degradation of the lens can be unnoticeable at first and eventually manifest as spider cracks. In more extreme cases, it will begin to melt the lens of the headlamp. Notice Headlamps damaged by chemicals, improper cleaning, or overheating due to being covered are not covered under the new vehicle warranty. Disclaimer A/C - Musty Odors Emitted From (HVAC) System Evaporator Core: All Technical Service Bulletins A/C - Musty Odors Emitted From (HVAC) System TECHNICAL Bulletin No.: 99-01-39-004C Date: June 12, 2009 Subject: Air Conditioning Odor (Install Evaporator Core Dryer Kit and Apply Cooling Coil Coating) Models: 1993-2010 GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 All Equipped with Air Conditioning Supercede: This bulletin is being revised to add the 2009 and 2010 model years. Please discard Corporate Bulletin Number 99-01-39-004B (Section 01 - HVAC). Condition Some customers may comment about musty odors emitted from the Heating, Ventilation and Air Conditioning (HVAC) system at vehicle start-up in hot, humid conditions. Cause This condition may be caused by condensate build-up on the evaporator core, which does not evaporate by itself in high humidity conditions. The odor may be the result of microbial growth on the evaporator core. When the blower motor fan is turned on, the microbial growth may release an unpleasant musty odor into the passenger compartment. There are several other possible sources of a musty odor in a vehicle. A common source is a water leak into the interior of the vehicle or foreign material in the HVAC air distribution system. Follow the procedures in SI for identifying and correcting water leaks and air inlet inspection. The procedure contained in this bulletin is only applicable if the odor source has been determined to be microbial growth on the evaporator core inside the HVAC module. Correction Many vehicles currently incorporate an afterblow function within the HVAC control module software. The afterblow feature, when enabled, employs the HVAC blower fan to dry the evaporator after vehicle shut down and this function will inhibit microbial growth. Technicians are to confirm that the customer concern is evaporator core odor and that the vehicle has the imbedded afterblow feature, as defined in the SI document for that specific vehicle model, model year and specific HVAC option. Refer to SI for enabling the afterblow function. Vehicles being delivered in areas prone to high humidity conditions may benefit from having the afterblow enabled calibration installed prior to any customer comment. Important If the vehicle is not factory equipped with the imbedded afterblow enable feature, it may be added with the Electronic Evaporator Dryer Module Kit (P/N 12497910 or AC Delco 15-5876). Important When installing the Electronic Evaporator Dryer Module, you MUST use the included electrical splice connectors to ensure a proper splice. Complete detailed installation instructions and self testing procedures are supplied with the kit. If necessary, the Electronic Evaporator Dryer Module may be installed underhood if it is protected from extreme heat and water splash areas. To immediately remove the evaporator core odor on all suspect vehicles, it is necessary to eliminate the microbial growth and prevent its re-occurrence. To accomplish this, perform the following procedure: Vehicle and Applicator Tool Preparation 1. The evaporator core must be dry. This may be accomplished by disabling the compressor and running the blower fan on the recirc heat setting for an extended period of time. Note Compressor engagement will cause the evaporator core to remain wet and will prevent full adherence of the Coiling Coil Coating to the evaporator core surfaces. 2. Verify that the air conditioning drain hose is not clogged and place a drain pan beneath the vehicle. Page 3063 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 9136 1. Install the power mirror switch to the accessory switch plate, if required. Press the mirror switch into the switch plate until retaining tabs are fully seated. 2. Install the power window switch to the accessory switch plate, if required. Press the window switch into the switch plate until retaining tabs are fully seated. 3. Connect the electrical connectors (1, 2) to the switches. 4. Install the power accessory switch plate to the door trim panel. Press the switch plate into the door trim panel until retainers (1) are fully seated. Page 10723 11. Disconnect the hazard warning switch electrical connector. 12. Using a small flat-blade screwdriver, carefully release the two retaining features on the mounting bracket and remove the hazard warning switch from the bracket. 13. Install the mounting bracket on the new hazard warning switch. 14. Connect the electrical connector to the new hazard warning switch and insert it through the center air outlet opening in the IP. 15. Position the switch and mounting bracket to the IP and install the two attaching screws through the center air outlet opening. Tighten Tighten to 3 N.m (27 lb in). 16. Through the instrument cluster opening in the IP, install the remaining hazard warning switch attaching screw. Tighten Tighten to 3 N.m (27 lb in). 17. Install the cluster in the IP. Install the four screws. Tighten Tighten to 2 N.m (18 lb in). 18. Connect the electrical connector to the trip reset switch. 19. Install the IP cluster trim panel to the IP and install the two screws. Tighten Tighten to 2 N.m (18 lb in). 20. Install the center air outlet in the IP. 21. Install the bezel on the hazard warning switch. 22. Verify hazard warning switch operation. Grand Am 1. Apply the parking brake. 2. Using a small flat-blade screwdriver, carefully remove the ignition switch bezel. Page 8242 For vehicles repaired under warranty use, the table. Disclaimer Page 10578 Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain or a Car Washing Environment - A condition that covers more than half the surface of the lamp lens. - An accumulation of water in the bottom of the lamp assembly. - A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance. Any of the above conditions would indicate the need to service the lens or lamp assembly. Disclaimer Page 10266 Electrical Symbols Part 3 Page 8459 Electrical Symbols Part 4 Page 1744 1. Center the repair unit over the injury as a reference and outline an area larger than the unit so that buffing will not remove the crayon marks. 2. Remove the repair unit. 3. DO NOT overlap previous or multiple repair units. 4. Consult your repair material supplier for proper repair unit selection. Buffing 1. To prevent contamination and preserve the outline, buff within the marked area thoroughly and evenly with a low speed buffing tool using a fine wire brush or gritted rasp. 2. Buff to a smooth velvet surface (RMA #1 or #2 buffed texture). 3. Use caution not to gouge the inner liner or expose casing fabric. 4. Remove any buffing dust with a vacuum cleaner. 5. Consult your repair material supplier for a proper buffing tool. Cementing Apply chemical cement according to the repair material manufacturer's procedures. Repair Unit Application Brakes - Creaking Noise On Slow Speed Braking Brake Caliper: Customer Interest Brakes - Creaking Noise On Slow Speed Braking File In Section: 05 - Brakes Bulletin No.: 04-05-23-004 Date: September, 2004 TECHNICAL Subject: Brake Noise/Creak During Slow Speed Braking (Lubricate Brake Caliper) Models: 1999-2003 Chevrolet Malibu 2004 Chevrolet Malibu Classic 1999-2004 Oldsmobile Alero 1999-2004 Pontiac Grand Am Condition Some customers may comment on a creak type noise occurring when applying the brakes. It is usually heard only during slow speed brake maneuvers. If this condition exists, it should be able to be duplicated when the vehicle is not moving by depressing the brake and listening for the noise from the wheel-well/caliper area. Cause This condition may be caused by a caliper piston to seal interface issue during brake apply. If the caliper is removed and the piston is pushed back, the noise may be eliminated. This is usually only a temporary fix. Correction DO NOT REPLACE CALIPER. To repair this condition, lubricate the entire circumference of the seal at the caliper piston interface using kluber Fluid and the following procedure: 1. Remove the wheel and reinstall two lug nuts. This will hold the rotor to the bearing surface so debris does not fall between the surfaces and cause lateral runout (LRO). 2. Remove the bottom bolt from the caliper assembly without disturbing the hydraulic system. 3. Swing the caliper assembly up so the caliper assembly is facing upward. 4. Thoroughly clean the piston boot with GM approved Brake Clean. Pay particular attention to the area where the boot interfaces with the piston. 5. Using compressed air, dry the piston/boot area. Page 3119 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 11097 Wiper Motor: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Wiper and Washer System Diagrams Service and Repair Back Window Glass Moulding / Trim: Service and Repair Rear Window Reveal Molding Replacement The rear window reveal molding is an applied molding design separate from the window. The rear window reveal molding is bonded to the rear window and may be bonded to the body. The rear window reveal molding may be replaced with rear window the as an assembly, or the rear window reveal molding may be available as a separate service part. Refer to Urethane Adhesive Installation of Stationary Windows. Page 2850 Electrical Symbols Part 4 Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 8873 3. Install the rear door hinge nuts. Tighten the nuts to 28 N.m (21 lb ft). 4. Remove all marks made to the center pillar and the rear door. 5. Close the front door. Page 2591 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 10127 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 1588 The fluid level screw is intended to be used for diagnosing a transaxle fluid leak or resetting the transaxle fluid level after service that involves a loss of fluid. Inspect The fluid level should be checked when the transaxle is near Room temperature or at 40°C (104°F). CAUTION: Removal of the fluid level screw when the transaxle fluid is hot may cause injury. Use care to avoid contact of transaxle fluid to exhaust pipe. The engine must be running when the transaxle fluid level screw is removed, or excessive fluid loss will occur. Since the actual fluid level is unknown, Page 3117 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 4544 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 3726 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 10589 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 9038 The GM Vehicle Care Odor Eliminator product is an effective odor elimination product when used properly. It must come into direct contact with the odor source. It should be used in conjunction with diagnostic procedures to first eliminate the root cause of the odor. Some procedures for use after odor root cause correction are: STEP TWO: ^ Use the trigger spray head. ^ Put a drop of dish soap the size of a quarter in the bottom of a bottle. ^ Add 8 oz. of GM Vehicle Care Odor Eliminator (1 cup) to the dish soap and top off the bottle with tap water. ^ This formula should be used on hard surfaces (dash, interior plastic molding, and floor pan) STEP THREE: The third step to neutralizing the vehicle is a light to medium treatment of all carpeting and upholstered seats with the GM Vehicle Care Odor Eliminator formula and a wide fan spray setting (at full strength) (i.e.: carpeting on the driver's side requires 4-5 triggers pulls for coverage). The headliner and trunk should be sprayed next. Lightly brushing the formula into the carpeting and upholstery is a recommended step for deep odor problems. The dash and all hard surfaces should be sprayed with dish soap/water mixture. Let stand for 1-2 minutes then wipe off the surface. STEP FOUR: (vehicle ventilation system treatment) The ventilation system is generally the last step in the treatment of the vehicle. a. Spray the GM Vehicle Care Odor Eliminator formula into all dash vents. (1-2 trigger pulls per vent). b. Start the vehicle and turn the vehicle fan on high cool (not A/C setting). c. Spray the formula (10 trigger pulls) into the outside fresh air intake vent (cowl at base of windshield) d. Enter the vehicle after 1 minute and wipe off the excess formula spurting out of the dash vents. e. Smell the air coming from the dash vents. If odors are still present, spray another 5 triggers into the cowl, wait another minute and smell the results. Once you have obtained a fresh, clean smell coming from the vents, turn the system to the A/C re-circulation setting. Roll up the windows, spray 3-5 pumps into the right lower IP area and let the vehicle run with the fan set on high for 5-7 minutes. Please follow this diagnosis process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed. If these steps do not resolve the condition, please contact GM TAC for further diagnostic assistance. Additional Suggestions to Increase Customer Satisfaction Here are some additional ideas to benefit your dealership and to generate greater customer enthusiasm for this product. ^ Keep this product on-hand for both the Service Department and the Used Car lot. Add value to your used car trades; treat loaner and demo cars during service and at final sale to eliminate smoke, pet, and other common odors offensive to customers. Make deodorizing a vehicle part of your normal vehicle detailing service. ^ Consider including GM Vehicle Care Odor Eliminator as a give-away item with new vehicle purchases. Many dealers give away as "gifts" various cleaning supplies at time of delivery. GM Odor Eliminator is one of a few products GM offers that has as many uses in the home as in the vehicle. Customers may find this product can be used for a host of recreational activities associated with their new vehicle, such as deodorizing a boat they tow, or a camper. ^ GM Odor Eliminator and many of the GM Vehicle Care products offer you the chance to increase dealership traffic as these superior quality products cannot be purchased in stores. Many Dealerships have product displays at the parts counter. Consider additional displays in the Customer Service Lounge, the Showroom and at the Service Desk or Cashier Window. Many customers who purchase vehicles and receive regular maintenance at your dealership may never visit the parts counter, and subsequently are not exposed to the variety and value that these products offer. Parts Information Page 7357 15. Install the rear crossmember bolts (2). Tighten Tighten the rear cross member bolts (2) to 70 N.m (52 lb ft). 16. Lower the vehicle and road test. Service Procedure for Rear Suspension. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle (SI2000 Document ID # 632491) in the General Information sub-section of the Service Manual. 2. Remove the stabilizer shaft insulator brackets (5) and the nuts (6) from the stabilizer shaft (2). 3. Remove the stabilizer shaft insulators and lubricate the entire insulator with Special Lubricant, P/N 12345879 (in Canada, use P/N 10953511). 4. Install the lubricated insulators back onto the stabilizer shaft. 5. Install the stabilizer shaft insulator brackets (5) to the stabilizer shaft (2) and the nuts (6). Tighten Tighten the stabilizer shaft insulator bracket nuts to 53 N~m (39 lb ft). 6. Lower the vehicle and road test. Parts Information Parts are currently available from GMSPO. Warranty Information Page 7172 Notice: Refer to Fastener Notice in Service Precautions. 5. Install the strut to knuckle nuts. ^ Tighten the nuts to 180 Nm (133 ft. lbs.). Front Caster Adjustment The caster is not adjustable. If the caster angle is not within specifications, inspect for suspension support misalignment or front suspension damage. Replace the parts as necessary. The alignment checking lists measurement points in order to determine the proper underbody alignment. Front Toe Adjustment 1. Ensure that the steering wheel is set in a straight ahead position. 2. Loosen the tie rod jam nut (5). 3. Adjust the toe to specification by turning the adjuster (6). Refer to Wheel Alignment Specifications. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the tie rod jam nut (5). ^ Tighten the tie rod jam nut (5) to 68 Nm (50 ft. lbs.). Page 10510 Conversion - English/Metric Page 1091 Throttle Position (TP) Sensor Page 10845 Electrical Symbols Part 2 Page 6262 For vehicles repaired under warranty, use the table. Disclaimer Page 6602 5. Push down the lock tab (1) and then move the sliding connector cover back in the home position to lock. 6. Insert the CPA (2) back into place. 7. Install the left engine splash shield. 8. Install the front engine splash shield. 9. Lower the vehicle. Refer to Vehicle Lifting. Caution: Make sure brake pipes are correctly connected to brake pressure modulator valve. If brake pipes are switched by mistake, wheel lockup will occur and personal injury may result. The only two ways this condition can be detected are by using a Scan Tool or by doing an Antilock stop. 10. Connect the master cylinder brake pipes (1) to the BPMV (3). ^ Tighten the brake pipe fittings to 24 Nm (18 ft. lbs.). 11. Connect the caliper and wheel cylinder brake pipes (2) to the BPMV (3). ^ Tighten the brake pipe fittings to 24 Nm (18 ft. lbs.). 12. Install the battery tray. 13. Install the battery. 14. Perform the Diagnostic System Check - ABS Page 6420 clean the area so that the print is visible). This indicates the correct brake pads have been previously installed. The brake pads contained in Front Pad Kit, P/N 18044437 are the only brake pads that should be used on these vehicles. If the number 1417 is not present, or if the number is not legible, replace the brake pads. If the correct pads were previously installed, verify the brake pad thickness. If the brake pad friction material thickness is 4.6 mm (0.18 in) or greater, re-use the pads. If the friction material thickness is less than 4.6 mm (0.18 in), install new brake pads contained in Front Pad kit, P/N 18044437. If the rotor thickness is less than 25 mm (0.98 in), install a new rotor. If rotor thickness is greater than 25 mm (0.98 in), refinish the rotor. Replace existing front brake rotors and pads, if necessary, with new components indicated in the table following the applicable Service Manual procedures and the service guidelines contained in Corporate Bulletin Number 00-05-22-002. Important ^ The brake pad with the wear indicator must be installed in the inner position (against the piston in the caliper). When properly installed. the wear indicator will be pointing up with the caliper installed on the car (Refer to Corporate Bulletin Number 01-05-23-005). ^ If the pad with the wear indicator must be installed in the outboard position, reduced front brake lining life or interference between the compact spare tire and brake caliper may occur ^ Anytime a new or refinished rotor is installed on a vehicle, the rotor must have.040 mm (.0015 in) or less of lateral run-out. This specification is important to prevent comebacks for brake pulsation and is a tighter specification than specified for other vehicle models. GM has approved a new technology for the correction of lateral run-out on new or refinished rotors. This new method is called *"Brake Align(R)". It will allow the technician to meet the .040 mm (.0015 in) or less requirement for lateral run-out by installing a specially selected tapered correction plate between the rotor and the hub (Reference Corporate Bulletin Number 01-05-23-001). * We believe this source and their products to be reliable There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. 1. Machine the existing rotors on an approved, well-maintained brake lathe to guarantee smooth, flat, and parallel surfaces. Replace the rotors if they do not meet the minimum thickness specification. DO NOT MACHINE NEW ROTORS. Class 2 Serial Data Link Information Bus: Description and Operation Class 2 Serial Data Link The class 2 serial data link allows the following modules to communicate with each other: ^ The body control module BCM ^ The electronic brake control module EBCM ^ The Radio ^ The powertrain control module PCM ^ The Remote Control Door Lock Receiver RCDLR ^ The inflatable restraint sensing and diagnostic module SDM The class 2 serial data link allows a scan tool to communicate with the above modules for diagnostic and testing purposes. Page 11084 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 7961 1. Install the SDM (5) to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the SDM mounting fasteners (1). Tighten Tighten the fasteners to 5.0 N.m (44 lb in). 3. Install the SDM harness connector (3) to the SDM (5). 4. Install the Connector Position Assurance (CPA) (2) to the SDM harness connector. 5. Position the carpet in order to cover the inflatable restraint Sensing and Diagnostic Module (SDM). 6. Install the passenger front carpet retainer. 7. Install the front passenger seat. 8. Enable the SIR system. Refer to Air Bag(s) Arming and Disarming. 9. If you replaced the SDM perform the following procedure in order to update the BCM with the new SDM part number: IMPORTANT: The AIR BAG indicator may remain ON after the SDM is replaced. After programming the SDM part number into the BCM cycle the ignition switch OFF and ON. This turns OFF the AIR BAG indicator and clears the DTC. 9.1. Install a scan tool. 9.2. Select the Special Functions option from the SIR Menu and press enter. 9.3. Select the Setup SDM Part Number in BCM option and press enter. 9.4. Follow the procedure on the scan tool display. 9.5. Cycle the ignition switch OFF and ON. Page 2813 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 4665 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve to bleed fuel system pressure. 2. Place a shop towel under the fuel pressure gage adaptor fitting to catch any remaining fuel spillage. 3. Remove the J 34730-1A from the adaptor fitting. 4. Remove the J 34730-262. 5. Drain any fuel remaining in the fuel pressure gage into an approved container. 6. Install the cap on the fuel pressure connection. Service and Repair Keyless Entry Transmitter Battery: Service and Repair TRANSMITTER BATTERY REPLACEMENT The normal battery life is approximately 2 years. Replace the batteries when the range of the transmitter begins to decrease to less than approximately 7 m (23 ft). Use one 3-volt 0R2032 battery or the equivalent. Removal Procedure 1. Insert a small bladed tool, or a small coin, at the slot provided near the key ring hole (5), between the two halves (6, 4) of the transmitter case. 2. Twist the small bladed tool, or small coin, between the two halves in order to separate the case. 3. Remove the battery (2) from the transmitter. Installation Procedure 1. Install the battery (2) with the positive side down into the transmitter. 2. Ensure that the seal (7) is in position. Align the two halves of the case (6, 4), and snap the two halves together. 3. Verify the operation of the transmitter. 4. A malfunctioning transmitter may need resynchronization. Refer to Transmitter Synchronization. Page 5661 Steps 2-8 Page 2775 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 10796 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4670 Steps 20-25 The numbers below refer to the step numbers on the diagnostic table. 2. This step verifies that the fuel pump is operating. 4. This step tests for an internal fuel leak. If the fuel pressure drops during this test, then an internal loss of pressure is indicated. 6. This step tests the fuel pressure regulator. The fuel pressure regulator is controlled by engine vacuum. With engine vacuum applied, the pressure should drop the specified value. 9. This step inspects the fuel pressure regulator for a fuel leak from the vacuum port. If fuel leaks from the fuel pressure regulator while the fuel pump is commanded ON, replace the fuel pressure regulator. 10. This step tests for a loss of fuel pressure between the fuel feed pipe shut off adapter and the fuel pump. 11. This step tests for a leaking fuel injector, or fuel pressure regulator. If the fuel pressure remains constant during this test, the fuel injectors are not leaking fuel. 14. This step tests for a restricted fuel return pipe. If the fuel pressure is within the specified values, a restriction in the fuel return pipe is indicated. 16. This step determines if the fuel pressure regulator, or the fuel pump, is the cause of the low fuel pressure. If the pressure rises above the specified value, the fuel pump is OK. 18. This step verifies that a circuit condition is not the cause of a fuel pressure concern. Inspect all fuel pump electrical circuits thoroughly. Page 5143 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 4133 Fuel Level Sensor: Description and Operation Fuel Level Sensor The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the class 2 circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 10107 Center Mounted Brake Lamp: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 9418 - Customer induced cuts (knife cuts, cut by customer tools, etc.) - Paint stains (customer should have cleaned paint stains while paint was still wet) - Coffee stains and other removable dirt These should be cleaned as described in the Owner's Manual under Appearance Care. Also, refer to Corporate Bulletin Number 06-00-89-029A or later. - Evidence of chemicals used for cleaning, other than those specified in the Owner's Manual - Other chemical spills - Minor and normal leather wrinkles as a result of use - Other defects to the seat cover not detected during the pre-delivery inspection (PDI). Inform the customer that the above issues were not present when the vehicle was purchased and cannot be replaced under warranty. The covers, however, may be repaired or replaced at the customer's expense. The following conditions are not caused by the customer and should be covered by warranty: - Split seams Page 9822 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 7254 6. Slide the shock dampener (2) over the inner tie rod housing (3) until the front lip of the shock dampener (2) bottoms against the inner tie rod housing (3). 7. To assemble the rack and pinion boot and the breather tube, refer to Rack and Pinion Boot and Breather Tube Replacement - Off Vehicle. Steering Gear Cyl Pipe Assemblies/O-Ring Seals Replacement Steering Gear Cylinder Pipe Assemblies/O-Ring Seals Replacement - Off Vehicle (Quiet Valve) Disassembly Procedure 1. Loosen both cylinder line fittings on the cylinder end of the gear assembly. 2. Loosen both fittings on the cylinder line assemblies (1) at the valve end of the gear assembly. 3. Remove both cylinder line assemblies (1) from the rack and pinion gear assembly (2). 4. Remove the O-ring seals (1) from the valve end of line. 5. Discard the O-ring seals (1). Assembly Procedure Locations Locations View Page 4600 Fuel Injector: Pressure, Vacuum and Temperature Specifications Fuel Injector Pressure Drop Fuel Injector Pressure Drop If the pressure drop value for each injector is within 1.5 psi of the average drop value the fuel injectors are flowing properly. Pressure Drop 1.5 psi Fuel Injector Balance Test Example (Typical) Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4059 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Locations Locations View Page 10666 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Specifications Crankshaft: Specifications Main Journal Diameter ......................................................................................................................................... 67.239 67.257 mm (2.6473 - 2.6483 in) Main Journal Taper .......................................................................... ................................................................................................... 0.005 mm (0.0002 in) Out Of Round .............................................................................................................................................................. ........................ 0.005 mm (0.0002 in) Flange Runout-Max ................................................................. ........................................................................................................... 0.04 mm (0.0016 in) Cylinder Block Main Bearing Bore Diameter ...................................................................................................... 7,2.155 - 72.168 mm (2.8407 2.8412 in) Crankshaft Main Bearing Inside Diameter ............................................................................................................ 67.289 - 67.316 mm (2.6492 2.6502 in) Main Bearing Clearance - Except Number 3 ............................................................................................................ 0.019 - 0.064 mm (0.0008 0.0025 in) Main Thrust Bearing Clearance - Number 3 ............................................................................................................. 0.032 - 0.077 mm (0.0012 0.0030 in) Crankshaft End Play .............................................................................................................................................. 0.060 0.210 mm (0.0024 - 0.0083 inch) Crankshaft Flange Runout-Max ............................................................................................................................................................. 0.04 mm (0.0016 in) Crankshaft Main Bearing Cap Bolt/Stud First Pass ............................................................................................................................................. .................................................. 50 Nm (37 ft. lbs.) Final Pass ........................................................... ............................................................................................................................................ (77 degrees) Crankshaft Oil Deflector Nut ................................................................................................................ .................................................... 25 Nm (18 ft. lbs.) Engine - Oil Leaks From Front Crankshaft Seal Front Crankshaft Seal: All Technical Service Bulletins Engine - Oil Leaks From Front Crankshaft Seal Bulletin No.: 07-06-01-023 Date: December 05, 2007 TECHNICAL Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil Seal Installer Tool EN-48869) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the information shown is correct before using this bulletin. If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. Condition Some customers may comment on external oil leakage. Correction Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Page 2760 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 2093 1. Install the oil filter bypass valve. Seat the valve using a socket of the same diameter and a mallet. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the oil filter adapter. Tighten the oil filter adapter to 29 Nm (21 ft. lbs.). 3. Set the gasket in place and install the filter. Turn the filter 3/4 - 1 complete turn after the gasket contacts the surface of the block. 4. Lower the vehicle. 5. Install the oil filter. 6. Start the vehicle and test for leaks. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 3931 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 10807 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 9877 Equivalents - Decimal And Metric Part 1 Page 2001 Disclaimer Page 1910 Vehicle Lifting: Service and Repair Jack Stands UNDER THE FRAME RAILS IMPORTANT: The jack stands must not contact the rocker panels, the front fenders or the floor pan. Position the jack stands under the frame rail shipping slot reinforcements. UNDER THE FRONT SUSPENSION CROSSMEMBER Position the jack stands as follows: ^ Spanning at least two of the (front suspension crossmember) rear reinforcement ribs (preferred location). ^ Spanning both of the (front suspension crossmember) front reinforcement ribs (optional location). UNDER THE REAR SUSPENSION CROSSMEMBER IMPORTANT: The jack stands must not be placed under the (rear suspension crossmember) front reinforcement rib. Position the jack stands spanning both of the (rear suspension crossmember) rear reinforcement ribs. Page 10858 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 260 PCM Connector C1 Part 3 OnStar(R)/Cell Phone - Integration Cellular Phone: All Technical Service Bulletins OnStar(R)/Cell Phone - Integration Bulletin No.: 01-08-46-004A Date: March 08, 2005 INFORMATION Subject: Vehicle Integration of Cellular Phones and Normal Operating Characteristics Models: 2002 and Prior Passenger Cars and Trucks Supercede: This bulletin is being issued to cancel Corporate Bulletin Number 01-08-46-004. Please discard all copies of Corporate Bulletin Number 01-08-46-004 (Section 08 - Body and Accessories). This bulletin effectively cancels Corporate Bulletin Number 01-08-46-004. OnStar(R) no longer offers cellular phones as part of the OnStar(R) system. Disclaimer Page 7555 Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for additional information on possible wheel porosity issues. 3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a rough or uneven surface that is difficult for the tire to maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion 4. If corrosion is found on the wheel bead seat, measure the affected area as shown below. - For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. - For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. 5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the corrosion and any flaking paint. You should remove the corrosion back far enough until you reach material that is stable and firmly bonded to the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired surface. Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend to the visible surfaces on the FACE of the wheel, that wheel must be replaced. Important Remove ONLY the material required to eliminate the corrosion from the bead seating surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as smooth and level as possible. 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 1-2 shift solenoid retainer clip (304), the 1-2 shift solenoid (305) with O-ring (303), the 1-2 shift valve (302), and the 1-2 shift valve spring (301). Installation Procedure 1. Install the 1-2 shift valve spring (301), the 1-2 shift valve (302), the 1-2 shift solenoid (305) with O-ring (303) and the 1-2 shift solenoid retainer clip (304) 2. Install the transmission side cover. Page 3669 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2142 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 5965 Page 2867 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 4684 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 3139 For vehicles repaired under warranty, use the table. Disclaimer Page 3759 Fuel Tank Pressure Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 5088 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 7008 Underhood Fuse Block (Part 2) Page 7058 C101 Page 1165 Various symbols are used in order to describe different service operations. Brakes - Creaking Noise On Slow Speed Braking Brake Caliper: All Technical Service Bulletins Brakes - Creaking Noise On Slow Speed Braking File In Section: 05 - Brakes Bulletin No.: 04-05-23-004 Date: September, 2004 TECHNICAL Subject: Brake Noise/Creak During Slow Speed Braking (Lubricate Brake Caliper) Models: 1999-2003 Chevrolet Malibu 2004 Chevrolet Malibu Classic 1999-2004 Oldsmobile Alero 1999-2004 Pontiac Grand Am Condition Some customers may comment on a creak type noise occurring when applying the brakes. It is usually heard only during slow speed brake maneuvers. If this condition exists, it should be able to be duplicated when the vehicle is not moving by depressing the brake and listening for the noise from the wheel-well/caliper area. Cause This condition may be caused by a caliper piston to seal interface issue during brake apply. If the caliper is removed and the piston is pushed back, the noise may be eliminated. This is usually only a temporary fix. Correction DO NOT REPLACE CALIPER. To repair this condition, lubricate the entire circumference of the seal at the caliper piston interface using kluber Fluid and the following procedure: 1. Remove the wheel and reinstall two lug nuts. This will hold the rotor to the bearing surface so debris does not fall between the surfaces and cause lateral runout (LRO). 2. Remove the bottom bolt from the caliper assembly without disturbing the hydraulic system. 3. Swing the caliper assembly up so the caliper assembly is facing upward. 4. Thoroughly clean the piston boot with GM approved Brake Clean. Pay particular attention to the area where the boot interfaces with the piston. 5. Using compressed air, dry the piston/boot area. Service and Repair Dome Lamp Bulb: Service and Repair REMOVAL PROCEDURE 1. Remove the dome lamp lens (1) from the dome lamp (2) with a flat bladed tool. 2. Remove the dome lamp bulb from the socket. INSTALLATION PROCEDURE 1. Install the dome lamp bulb to the socket. 2. Install the dome lamp lens (1) to the dome lamp (2). Ensure that the lens is retained. Page 2489 Coolant Reservoir: Service and Repair Surge Tank Replacement ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the cooling system. 2. Using the J 38185, reposition the hose clamps at the surge tank. 3. Disconnect the hoses. 4. Disconnect the low coolant switch electrical connector from the surge tank. 5. Disconnect the coolant return hose. 6. Remove the radiator surge tank bolt and tank. Page 5103 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 3170 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 1540 8. Unfasten the two clips holding the evaporator hose assembly. 9. Remove the evaporator hose assembly. INSTALLATION PROCEDURE 1. Reposition the evaporator hose assembly. 2. Fasten the 2 clips holding the evaporator hose assembly. 3. Install the new seal washer to the condenser end of the compressor hose. 4. Connect the evaporator hose assembly to the evaporator. NOTE: Refer to Fastener Notice in Service Precautions. 5. Install nut to evaporator hose assembly. Tighten Tighten the nut to 25 N.m (18 lb ft). Rear Speaker: Service and Repair Rear REMOVAL PROCEDURE 1. Remove the rear window trim panel. 2. Remove the rear speaker screws (1) from the speaker (3). 3. Remove the speaker (3) from the rear package self. 4. Disconnect the electrical connector (2) from the speaker (3). INSTALLATION PROCEDURE 1. Connect the electrical connector (2) to the speaker (3). 2. Install the speaker (3) to the package self. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the speaker screws to the rear speaker. Tighten Tighten the screws to 3 N.m (27 lb in). 4. Install the rear window trim shelf. Instrument Panel - Rattle/Itching Noise Body Control Module: All Technical Service Bulletins Instrument Panel - Rattle/Itching Noise File In Section: 08 - Body and Accessories Bulletin No.: 02-08-49-002 Date: May, 2002 TECHNICAL Subject: Dash Rattle/Itching Noise From Instrument Panel/Glove Box Area While Driving (Reposition Body Control Module (BCM) Bracket and Insulate Blower Motor Bolt Washer) Models: 2002 Chevrolet Malibu 2002 Oldsmobile Alero 2002 Pontiac Grand Am Built Prior to VIN Breakpoints 2C535843 or 2M137264 Condition Some customers may comment on a dash rattle/itching type noise from the instrument panel/glove box area while driving. Cause This condition may be caused by the BCM mounting bracket contacting the bolt head washer of the blower motor mounting bolts. Correction To correct this condition, follow the service procedure below: 1. Remove the screws retaining the instrument panel right side closeout/insulator panel. 2. Remove the instrument panel closeout/insulator panel. 3. Slide the BCM out of the BCM bracket. 4. Inspect for a contact point between the BCM bracket (2) and the blower motor screw head washer (1). 5. Reposition the BCM bracket (2) approximately 5 mm (0.2 in) down by pulling down on the BCM bracket (2) near the contact point. 6. Install one Electrical Moisture Sealant Patch, 3M(R) P/N 054007-06149 or equivalent, on the blower motor between the BCM bracket (2) and the blower motor screw head washer (1). 7. Reinstall the BCM into the BCM bracket (2). 8. Install the instrument panel right side closeout/insulator panel. Page 1113 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 4952 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 10780 For vehicles repaired under warranty, use the table. Disclaimer Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Page 3671 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4950 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 6876 1. Install fuses and relays to the fuse block if required. NOTE: Refer to Fastener Notice in Service Precautions. 2. For passenger side only: 2.1. Place the fuse block through the IP carrier. 2.2. Through the opening in the IP storage compartment connect the inboard junction block electrical connectors to the IP fuse block. 2.3. Engage the inboard junction block electrical connectors to the IP fuse block until the connector tabs are fully seated. Tighten Tighten the inboard junction block electrical connector bolts to 3 N.m (27 lb in). 2.4. Install the IP storage compartment to the IP carrier. 3. On the drivers side only: 3.1. Connect the inboard junction block electrical connectors to the IP fuse block. 3.2. Engage the inboard junction block electrical connectors to the IP fuse block until the connector tabs are fully seated. Tighten Tighten the inboard junction block electrical connector bolts to 3 N.m (27 lb in). 3.3. Engage the IP fuse block to the cross vehicle beam. 3.4. Engage the wire harness to the cross vehicle beam and install the left halve of the sound insulator to the IP carrier. Page 2214 EN-48672 rear Main Oil Seal Remover Tool This tool has a unique design to allow the technician to easily remove the rear main seal without nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal, review the above illustration to become familiar with the following components: Removal Plate Threaded Adjustment Pins and Jam Nuts Force Screw # 2 Self Drill Screws 38 mm (1.5 in) long 8 needed Extreme Pressure Lubricant Removal Procedure Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of the crankshaft flange and secure the plate with adjustment pins and jam nuts. Page 10628 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 2631 Catalytic Converter: Service and Repair Catalytic Converter Replacement Removal Procedure 1. Raise the vehicle. 2. Support the three way catalytic converter. 3. Remove the intermediate pipe from the three way catalytic converter. 4. Remove the exhaust manifold pipe assembly from the exhaust manifold. 5. Remove the exhaust manifold seal and the three way catalytic converter seal. 6. Clean the flange surfaces. Installation Procedure 1. Install the exhaust manifold seal and the three way catalytic converter seal. 2. Install the exhaust manifold pipe assembly to the exhaust manifold. Page 9309 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 8654 Electrical Symbols Part 3 Page 9944 Important: With the availability of this new fuel level sender kit, DO NOT replace the complete fuel level sender assembly, P/N 22683260. To insure correct installation, follow the instructions contained in the kit and the service procedure in the applicable Service Manual Parts Information Parts are expected to be available from GMSPO on April 10, 2003. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 10302 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 8726 3. Connect the wiring harness to the rear impact bar. 4. Install the rear energy absorber. 5. Install the rear bumper fascia. Page 2181 Tighten A. Tighten the lower intake manifold bolts in sequence to 7 Nm (62 in. lbs) on the first pass. B. Tighten the lower intake manifold bolts (1,2,3,4) in sequence to 13 Nm (115 in. lbs) on the final pass. C. Tighten the lower intake manifold bolts (5,6,7,8) in sequence to 25 Nm (18 ft. lbs) on the final pass. 13. Connect the heater inlet pipe and heater hose to the lower intake manifold. 14. Install the power steering pump to the front engine cover. 15. Install the fuel injector rail. 16. Connect the ECT sensor electrical connector. 17. Install the upper intake manifold. 18. Install the valve rocker covers. Page 4237 Oil Level Sensor For ECM: Diagrams Engine Oil Level Switch Page 2334 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 3593 Body Control Module (BCM) C3 Page 10069 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 756 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Body - Water Leaks to Interior/Trunk Shift Cable: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 3183 5. Place the transmission control shifter assembly in the N (Neutral) notch in the detent plate. 6. Loosen the park/neutral position switch attaching bolts. 7. Rotate the switch on the shifter assembly in order to align the service adjustment hole with the carrier tang hole. 8. Insert a 2.34 mm (3/32 inch) maximum diameter gauge pin to a depth of 9.0 mm (9/64 inch). - Tighten the bolts to 24 Nm (18 ft. lbs.). Page 6513 Brake Shoe: Service and Repair Brake Shoe Replacement ^ Tools Required ^ J 38400 Brake Shoe Spanner and Spring Remover Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the brake drum. Important: Be advised to repair one rear drum brake shoe assembly at a time. This enables you to use the other drum brake shoe assembly for visual reference. 4. Remove the adjuster spring. 5. Use the J 38400 (1) to spread the top of the brake shoes to remove the adjuster assembly (2) and the adjuster lever from the brake shoe. 6. Position the hook end of the J 38400 (1) under the universal spring and lightly pull the universal spring end out of the shoe web hole. Hold the universal spring while removing the brake shoe. Page 7722 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 2644 6. Install the crossover pipe. Page 403 4. Refill the cooling system. Refer to Draining and Filling Cooling System in Cooling System. Specifications Fluid Pressure Sensor/Switch: Specifications TFP Switch, Valve Body, Channel Plate-M6 x 1.0 x 51.0 (Qty 3) ........................................................ ......................................................................................................................................... 12 Nm (106 inch lbs.) TFP Switch, Valve Body, Channel Plate-M6 x 1.0 x 63.0 (Qty 1) ........................................ ......................................................................................................................................................... 12 Nm (106 inch lbs.) TFP Switch, Valve Body, Channel Plate to Case-M6 x 1.0 x 90.0 (Qty 2) ............ .............................................................................................................................................................. ....................... 12 Nm (106 inch lbs.) Pressure Switch Assembly Bolts ......................................................................................................................................................... 12 Nm (106 inch lbs.) Page 9928 Dimmer Switch: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Lighting and Horns Diagrams. Page 2470 Contamination Mixing conventional green coolant with DEX-COOL(R) will degrade the service interval from 5 yrs./150,000 miles (240,000 km) to 2 yrs./30,000 miles (50,000 km) if left in the contaminated condition. If contamination occurs, the cooling system must be flushed twice immediately and re-filled with a 50/50 mixture of DEX-COOL(R) and clean water in order to preserve the enhanced properties and extended service interval of DEX-COOL(R). After 5 years/150,000 miles (240,000 km) After 5 yrs/150,000 miles (240,000 km), the coolant should be changed, preferably using a coolant exchanger. If the vehicle was originally equipped with DEX-COOL(R) and has not had problems with contamination from non-DEX-COOL(R) coolants, then the service interval remains the same, and the coolant does not need to be changed for another 5 yrs/150,000 miles (240,000 km) Equipment (Coolant Exchangers) The preferred method of performing coolant replacement is to use a coolant exchanger. A coolant exchanger can replace virtually all of the old coolant with new coolant. Coolant exchangers can be used to perform coolant replacement without spillage, and facilitate easy waste collection. They can also be used to lower the coolant level in a vehicle to allow for less messy servicing of cooling system components. It is recommended that you use a coolant exchanger with a vacuum feature facilitates removing trapped air from the cooling system. This is a substantial time savings over repeatedly thermo cycling the vehicle and topping-off the radiator. The vacuum feature also allows venting of a hot system to relieve system pressure. Approved coolant exchangers are available through the GMDE (General Motors Dealer Equipment) program. For refilling a cooling system that has been partially or fully drained for repairs other than coolant replacement, the Vac-N-Fill Coolant Refill Tool (GE-47716) is recommended to facilitate removal of trapped air from the cooling system during refill. Disclaimer Page 5527 Disclaimer Page 10073 Various symbols are used in order to describe different service operations. Page 3361 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. OnStar(R) - Incorrect GPS Position Reported During Call Cellular Phone: All Technical Service Bulletins OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Rear Door Window Belt Inner Sealing Strip Replacement Rear Door Window Glass Weatherstrip: Service and Repair Rear Door Window Belt Inner Sealing Strip Replacement Sealing Strip Replacement - Rear Door Window Belt Inner Removal Procedure 1. Remove the rear door trim panel. 2. Pull upward on the inner belt sealing strip (1) in order to disengage it from the door flange. 3. Remove the rear door inner belt sealing strip from the door. Installation Procedure 1. Position the rear door inner belt sealing strip (1) to the rear door. 2. Push downward on the inner belt sealing strip (1) in order to engage it to the door flange. 3. Install the rear door trim panel. Page 3027 Various symbols are used in order to describe different service operations. Page 4755 Tighten Tighten the engine fuel pipe fittings to 17 N.m (13 lb ft). 3. Install the upper intake manifold assembly. 4. Connect the quick-connect fittings in the engine compartment. 5. Tighten the fuel fill cap. 6. Install the negative battery cable. 7. Inspect for fuel leaks using the following procedure: 7.1. Turn ON the ignition for 2 seconds. 7.2. Turn OFF the ignition for 10 seconds. 7.3. Turn ON the ignition. 7.4. Inspect for fuel leaks. Page 10297 Electrical Symbols Part 1 Page 8655 Electrical Symbols Part 4 Page 5362 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 3829 Steps 1-7 The number below refers to the step number on the diagnostic table. 5. Using a test lamp connected to battery positive voltage, probe the MIL control circuit at the PCM. A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Case: All Technical Service Bulletins A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Bulletin No.: 04-07-30-023 Date: May 12, 2004 INFORMATION Subject: Oil Pump Assembly Seal and Transmission Case Change Models: 2002-2004 Cars and Light Duty Trucks with 4L60-E or 4L65-E Automatic Transmissions (RPOs M30, M32 or M33) An improved oil pump to case seal design has been made to the 4L60-E/4L65-E transmission. The new design affects the oil pump, the oil pump seal, the transmission pan bolts and the transmission case. The complete design was implemented in three phases. The first phase, beginning in September 2002, relocated the machining of the oil pump 0-ring seal groove in the pump body. The 0-ring seal groove moved 1.6 mm (0.62 in) inward on the pump body in order to place the sealing surface deeper into the case bore. The relocated pump body groove can be identified by measuring the groove location. Pump bodies that measure 2.3 mm (0.09 in) from the machined surface to the groove opening have the relocated 0-ring seal groove. Pump bodies that measure 3.9 mm (0.15 in) are prior to September 2002 design. Page 3519 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Seal Replacement - Hood Rear Hood Weatherstrip: Service and Repair Seal Replacement - Hood Rear Seal Replacement - Hood Rear Removal Procedure 1. Open the hood. 2. Remove the hood rear weatherstrip (1) from the pinch weld flange. Installation Procedure 1. Install the hood rear weatherstrip (1) to the pinch weld flange. 2. Press the weatherstrip (1) to the pinch flange until fully seated. 3. Close the hood. Page 554 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 7764 5. Mark the clutch coil terminal location (2) on the compressor front head. 6. Install the J 33025 onto the J 8433. 7. Install the J 8433 onto the compressor clutch coil (1) and tighten the puller leg bolts. 8. Tighten the center forcing screw J 8433-3 of the compressor pulley puller J 8433 against the puller pilot to remove the compressor clutch coil from the compressor. Page 3538 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 7116 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 4565 Mass Air Flow (MAF) Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 3551 9. Install the instrument panel closeout/insulator panel screws. Tighten Tighten the screws to 2 N.m (18 lb in). Parts Information Parts are available from any local auto parts store. The phone number for 3M(R) is 1-800-364-3577. Warranty Information For vehicles repaired under warranty, use the table shown. DISCLAIMER Page 518 Important: With the availability of this new fuel level sender kit, DO NOT replace the complete fuel level sender assembly, P/N 22683260. To insure correct installation, follow the instructions contained in the kit and the service procedure in the applicable Service Manual Parts Information Parts are expected to be available from GMSPO on April 10, 2003. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 2707 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 7132 Disclaimer Page 8031 Seat Belt Buckle: Service and Repair Front REMOVAL PROCEDURE 1. Position the driver seat back in order to access seat belt side buckle bolt. 2. Remove the seat belt buckle bolt (2). 3. Remove the seat belt buckle (1) from the seat track. INSTALLATION PROCEDURE 1. Install the seat belt buckle (1) to the seat track. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the seat belt buckle bolt (2). Tighten Tighten the seat belt side buckle bolt to 42 N.m (31 lb ft). 3. Return the front bucket seat back to the original position. Page 9749 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 1688 RH IP Fuse Block Page 10948 Front Door Window Glass Weatherstrip: Service and Repair Front Side Door Window Belt Outer Sealing Strip Replacement Sealing Strip Replacement - Front Door Window Belt Outer Removal Procedure 1. Remove the front door outer belt sealing strip screw (1) from the front door outer belt sealing strip (2). 2. Pull up on the rear of the front door outer belt sealing strip in order to release the strip from the retaining clips. 3. Slide the front door outer belt sealing strip (2) rearward to remove it from under the mirror. 4. Remove the front door outer belt sealing strip from the door. Installation Procedure 1. Position the front door outer belt sealing strip (2) to the door. 2. Slide the front of the sealing strip under the mirror. 3. Align the front door outer belt sealing strip clips to the slots in the door. Push down until an audible snap is heard at each retaining clip in order to engage the front door outer sealing strip (2) to the front door. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the front door outer belt sealing strip screw (1) to the front door outer belt sealing strip (2). Tighten the front door outer belt sealing strip screw to 1 N.m (9 lb in). Page 1133 Locations View 1. Lubricate the O-ring with clean engine oil. Replace the O-ring if the O-ring is damaged. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the camshaft position sensor. Tighten Tighten the retaining bolt to 8 N.m (71 lb in). 3. Connect the sensor electrical connector. 4. Install the power steering pump. Page 988 Throttle Position Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the air intake duct. 3. Disconnect the TP sensor electrical connector. 4. Remove the 2 TP sensor fasteners. Page 6165 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 10996 6. Disconnect the washer hose from the wiper arms. 7. Disconnect the washer hose from the air inlet grille panel. 8. Remove the washer hose from the vehicle. INSTALLATION PROCEDURE 1. Position the washer hose to the vehicle. 2. Connect the washer hose to the air inlet grille panel. 3. Connect the washer hose to the wiper arms. Page 3967 Engine Control Module: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Service and Repair Front Door Window Motor: Service and Repair Window Regulator Motor Replacement - Front Door Removal Procedure 1. Remove the front door water deflector. 2. Disconnect the front door window regulator electrical connector. 3. Press the front door window motor retaining tabs (1) out to release the front door window regulator motor from the front door system locking module. 4. Remove the front door window regulator from the front door system locking module. Installation Procedure 1. Position the front door window regulator motor to the alignment pins on the front door locking system module. 2. Press the front door window regulator motor onto the front door locking system module until the retaining tabs (1) are fully seated over the front door window regulator motor ends. 3. Connect the front door window regulator motor electrical connector. 4. Install the front door water deflector. Page 6646 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 10703 Parts Information Customer Notification General Motors will notify customers of this special policy on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Page 8393 Page 940 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Input Speed Sensor Connector, Wiring Harness Side Page 5918 5. Remove the front transmission mount bolts and the front transmission mount. Installation Procedure Notice: Refer to Fastener Notice in Service Precaution. 1. Position the front transmission mount and install the bolts. - Tighten the bolts to 130 Nm (96 ft. lbs.). 2. Position the lower transmission mount bracket and install the bolts. - Tighten the bolts to 120 Nm (89 ft. lbs.). Page 5093 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 1305 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 10903 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 231 Electrical Symbols Part 3 Specifications Transmission Speed Sensor: Specifications Speed Sensor Housing to Case .............................................................................................................................................................. 11 Nm (97 inch lbs.) Sensor, Input Speed-M6 x 1.0 x 15.0 (Qty 1) ..................................................................................................................................... 12 Nm (106 inch lbs.) Sensor, Output Speed (Stud)-M6 x 1.0 x 15.0 (Qty 1) ........................................................................................................................ 12 Nm (106 inch lbs.) Page 1025 Electrical Symbols Part 2 Page 2783 PCM Connector C1 Part 3 Page 10176 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 10668 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 9521 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 10178 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 3126 Throttle Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 5145 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 8468 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 4899 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 6050 1. Install the new seal. Use the J 41102. Lubricate the seal lip with a light wipe of transmission oil. Important: Carefully guide the axle shaft past the lip seal. Do not allow the shaft splices to contact any portion of the seal lip surface, otherwise damage to the seal will occur. 2. Install the two new snap rings on the stub shaft. 3. Install the stub shaft into the transmission. Use a mallet. 4. Install the drive axle assembly. 5. Lower the vehicle. 6. Inspect the oil level. 7. Inspect the shaft and the seal for leaks. Page 3645 Engine Coolant Temperature (ECT) Sensor A/T - Pressure Control Solenoid Replacement Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid Replacement File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-048 Date: November, 2002 INFORMATION Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E Transaxle/Transmission Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes MN4, MN5, M13, M15, MN3, MN7 or M76 The pressure control solenoid in the above transaxles has changed for the 2003 models. Important: While the physical dimensions will allow usage of the new solenoid in past model transaxles or usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging of the pressure control solenoids will result in improper shift characteristics, customer dissatisfaction, and needed repeat repairs. When replacing a pressure control solenoid, be sure to use the correct part number. Page 10279 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Engine Controls - MIL ON/Multiple DTC's Set Intake Air Temperature (IAT) Sensor: All Technical Service Bulletins Engine Controls - MIL ON/Multiple DTC's Set File In Section: 06 - Engine/Propulsion System Bulletin No.: 02-06-03-005 Date: June, 2002 TECHNICAL Subject: Service Engine Soon Light With Stored Codes P0112, P0113, P1111 or P1112 (Replace IAT Sensor Connector) Models: 1997-2002 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1) Condition Some customers may comment that the service engine soon light is on. The TECH 2 will show stored diagnostic trouble codes P0112, P0113, P1111, or P1112. Cause This condition may be caused by a broken wire at the intake air temperature (IAT) sensor connector. The break may not be readily apparent as the insulation may be intact. Correction If routine diagnosis leads to a broken wire at the IAT sensor connector, replace the connector as follows: 1. Remove the tape from the engine harness convoluted tube where the IAT circuit wires join the main engine harness. 2. Locate/isolate the 2 IAT wires within the engine harness. 3. Disconnect the IAT connector from the IAT sensor. 4. Remove the tape from the IAT and MAF (mass air flow) sensor wires to allow removal of the IAT wires. Important: Before cutting the IAT circuit wires, it will be necessary to determine the proper length. You need to add 38 mm - 50 mm (1.5 in - 2.0 in) to the length of the wire going to the IAT. Also, when cutting the IAT circuit wires, it is important that the wires are cut in a manner that will not create a large mass. Stagger the cuts and install the connector kit. Original connector cavity "A" has a red wire and cavity "B" has a tan wire. Make sure cavity "A" and cavity "B" wires on the replacement pig tail connector match "A" and "B" wires on the engine harness. This will provide strain relief and prevent recurrence of this concern. 5. After staggered cuts are made on the IAT wires in the engine harness, strip a small amount of the insulation from both wires and install the kit butt connectors to the bare IAT wires by crimping both. 6. Stagger the cuts on the pig tail wires to match the IAT engine harness wires. 7. Strip a small amount of the insulation from the pig tail IAT wire ends. Install and crimp both wires into the open end of the butt connectors that were installed on the engine harness IAT wires. 8. Heat shrink both IAT butt connectors and let the wires cool off. 9. After cool down is completed, the harness can be neatly taped with electrical tape. 10. Install the IAT connector on the IAT sensor. 11. Clear the codes. Page 3587 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 7886 Refrigerant: Fluid Type Specifications Refrigerant Type .................................................................................................................................. ..................................................................... R-134a Page 3634 Equivalents - Decimal And Metric Part 1 Page 1188 Knock Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Engine - Oil Leaks from Crankshaft Rear Main Seal Crankshaft Main Bearing Seal: All Technical Service Bulletins Engine - Oil Leaks from Crankshaft Rear Main Seal Bulletin No.: 05-06-01-019F Date: October 02, 2007 TECHNICAL Subject: Engine Oil Leak at Crankshaft Rear Main Oil Seal (Install Revised Crankshaft Rear Main Oil Seal Using Revised Rear Main Seal Installer and Remover Tools) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L, 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) Supercede: This bulletin is being revised to add an Important statement on proper seal installation. Please discard Corporate Bulletin Number 05-06-01-019E (Section 06 - Engine/Propulsion System). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the following information is correct before using this bulletin: Year of vehicle (e.g. N = 1992) V6 Engine Liter size (e.g. 3.4L) VIN CODE (e.g. X) RPO (e.g. LQ1) If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). Condition Some customers may comment on external oil leakage. Correction Before replacement of the new design crankshaft rear main oil seal, be sure the PCV system is operating correctly. The new seal described below comes with a protective nylon sleeve already installed in the seal. This sleeve assures that the seal is installed in the correct direction and also protects the seal from getting damaged during installation. Do not remove the protective sleeve from the seal; if removed, the installation tool (EN48108) will not work. A new design crankshaft rear main oil seal and installation tool (EN-48108) has been released. This seal incorporates features that improve high mileage durability. Replace the crankshaft rear main oil seal with the new design rear main oil seal, P/N 12592195, using the following service procedures. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure IMPORTANT: For additional diagnostic information, refer to DTC P1336. 1. Install a scan tool. 2. With a scan tool, monitor the powertrain control module for DTCs. If other DTCs are set, except DTC P1336, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 3. With a scan tool, select the crankshaft position (CKP) variation learn procedure. 4. Observe the fuel cut-off for the engine that you are performing the learn procedure on. 5. The scan tool instructs you to perform the following: ^ Block the drive wheels. ^ Apply the vehicles parking brake. ^ Cycle the ignition from OFF to ON. ^ Apply and hold the brake pedal. ^ Start and idle the engine. ^ Turn OFF the A/C. ^ Place the vehicle's automatic transmission in Park, or the manual transmission in Neutral. ^ The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity - If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) sensor activity - If there is a CMP sensor condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT) - If the ECT is not warm enough, idle the engine until the ECT reaches the correct temperature. 6. With the scan tool, enable the CKP system variation learn procedure. IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 7. Slowly increase the engine speed to the RPM that you observed. 8. Immediately release the throttle when fuel cut-off is reached. 9. The scan tool displays Learn Status: Learned this ignition. If the scan tool does NOT display this message and no additional DTCs set, refer to Symptoms - Engine. If a DTC set, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 10. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. Engine Controls - Poor Generic SCAN Tool Communication PROM - Programmable Read Only Memory: Customer Interest Engine Controls - Poor Generic SCAN Tool Communication Bulletin No.: 04-06-04-024 Date: April 07, 2004 TECHNICAL Subject: Powertrain Control Module (PCM) Will Not Properly Communicate On-Board Diagnostic Freeze Frame Information to Non-TECH2(R) (Generic) Service or Test Equipment (Reprogram PCM) Models: 2001-2002 Buick Century, LeSabre, Park Avenue, Regal 2002 Buick Rendezvous 2001-2002 Chevrolet Impala, Malibu, Monte Carlo, Venture 2001-2002 Olsmobile Alero, Aurora, Intrigue, Sillouette 2001-2002 Pontiac Aztek, Bonneville, Grand Am, Grand Prix, Montana with 3.1 L, 3.4L, 3.5L, or 3.8L V6 Engine (VINs J, E, H, K, 1 - RPOs LG8, LA1, LX5, L36, L67) Condition Some customers may comment that their vehicle's engine is unable to be properly serviced or tested using non-TECH2(R) (Generic) service or test equipment. When requested using non-TECH2(R) (Generic) service or test equipment, these vehicles are unable to properly communicate diagnostic freeze frame information. Correction Reprogram to the latest calibration available through TIS. The new calibration should be from TIS satellite data update version 1.0 for 2004 or later, available starting January 2004. As always, make sure your TECH2(R) is updated with the latest software version. Warranty Information For vehicles repaired under the applicable 8 year 80,000 mile (130,000 kilometers) emission controller warranty, use the table shown. Disclaimer Locations Locations View Locations Rear Defogger Relay: Locations Engine Compartment Fuse Block - Left side of engine compartment The Rear Window Defogger Relay is number 9 in the underhood relay box, on the left side of the engine compartment. Page 10243 15. Install the ignition switch bezel to the IP and press into place until fully seated. 16. Verify hazard warning switch operation. 1-2 Shift Solenoid (SS) Valve Connector, Wiring Harness Side Page 6896 C130 Page 10409 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3174 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause A/C - New PAG Oil Refrigerant Oil: Technical Service Bulletins A/C - New PAG Oil Bulletin No.: 02-01-39-004B Date: November 16, 2005 INFORMATION Subject: New PAG Oil Released Models: 2006 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Built With R-134a Refrigeration System All Air Conditioning Compressor Types (Excluding R4 and A6 Type Compressors) Supercede: This bulletin is being revised to change the PAG oil part number used for R4 and A6 compressors with R-134a refrigerant systems. Please discard Corporate Bulletin Number 02-01-39-004A (Section 01 - HVAC). All General Motors vehicles built with R-134a refrigerant systems shall now be serviced with GM Universal PAG Oil (excluding vehicles equipped with an R4 or A6 compressor). R4 and A6 compressors with R-134a refrigerant systems shall use PAG OIL, GM P/N 12356151 (A/C Delco part number 15-118) (in Canada, use P/N 10953486). Important: The PAG oil referenced in this bulletin is formulated with specific additive packages that meet General Motors specifications and use of another oil may void the A/C systems warranty. Use this new PAG oil when servicing the A/C system on the vehicles listed above. Oil packaged in an 8 oz tube should be installed using A/C Oil Injector, J 45037. Refer to the HVAC Section of Service Information for detailed information on Oil Balancing and Capacities. Disclaimer Page 3088 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) 2 Replacement TOOLS REQUIRED J 39194-B Oxygen Sensor Socket REMOVAL PROCEDURE (HO2S2) The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Disconnect the sensor electrical connector. IMPORTANT: A special anti-seize compound is used on the heated oxygen sensor threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and if for any reason is to be reinstalled, the threads must have anti seize compound applied before reinstallation. 4. Carefully back out the heated oxygen sensor, using a J 39194-B. INSTALLATION PROCEDURE (HO2S2) 1. Coat the threads of heated oxygen sensor/catalyst monitor with anti-seize compound P/N 5613695, or equivalent if necessary. NOTE: Refer to Fastener Notice in Service Precautions. Page 9184 Use the chemical manufacturers listed below, or equivalent: Auto Magic(R) or Clay Magic(R) products available from: Auto Wax Company, Inc. 1275 Round Table Dr. Dallas, TX 75247 (800) 826-0828 (Toll-Free) or (214) 631-4000 (Local) Fax (214) 634-1342 www.automagic.com [email protected] E038 Fallout Gel or E038E Liquid Fallout Remover II available from: Valvoline Car Brite Company 1910 South State Avenue Indianapolis, In 46203 (800) 347-2439 (Toll Free) or (317) 788-9925 (Local) Fax (317) 788-9930 www.carbrite.com [email protected] *We believe these sources and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from these firms or for any such items which may be available from other sources. If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location. Warranty Information (excluding Saab U.S. Models) Important Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition. Important In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time should be submitted in the "Other Labor Hours" field. Warranty Information (Saab U.S. Models) Disclaimer Technical Service Bulletin # 05-08-51-008C Date: 090622 Body - Bumps or Rust Colored Spots in Paint Service and Repair Windshield Washer Hose: Service and Repair REMOVAL PROCEDURE 1. Open the hood. 2. Remove the left front fender liner. 3. Disconnect the washer hose from the washer pump. 4. Lower the vehicle. 5. Disconnect the washer hose from the left front fender. Fuel System - TOP TIER Detergent Gasoline (Canada) Fuel: Technical Service Bulletins Fuel System - TOP TIER Detergent Gasoline (Canada) INFORMATION Bulletin No.: 05-06-04-022G Date: October 27, 2010 Subject: TOP TIER Detergent Gasoline Information and Available Brands (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) - Canada ONLY Models: 2011 and Prior GM Passenger Cars and Trucks (Canada Only) Supercede: This bulletin is being revised to update the model years and include an additional gasoline brand as a TOP TIER source. Please discard Corporate Bulletin Number 05-06-04-022F (Section 06 - Engine/Propulsion System). In the U.S., refer to the latest version of Corporate Bulletin Number 04-06-04-047I. A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by six automotive companies. All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" recommended by the Canadian General Standards Board (CGSB). Those vehicles that have experienced deposit related concerns may especially benefit from use of TOP TIER Detergent Gasoline. Intake valve: 16,093 km (10,000 mi) with TOP TIER Detergent Gasoline Intake valve: 16,093 km (10,000 mi) with Minimum Additive recommended by the CGSB Top Tier Fuel Availability Chevron was the first to offer TOP TIER Detergent Gasoline in Canada. Shell became the first national gasoline retailer to offer TOP TIER Detergent Gasoline across Canada. Petro-Canada began offering TOP TIER Detergent Gasoline nationally as of October 1, 2006. Sunoco began offering TOP TIER Detergent Gasoline in March of 2007. Esso began offering TOP TIER Detergent Gasoline in May of 2010. Page 7062 C413 - Canister Vent C413 - Fuel System Capacity Specifications Fluid - A/T: Capacity Specifications Transmission Fluid Pan Removal ........................................................................................................ ............................................................................................. 6.5L (6.9 Qt) Overhaul ........................... .............................................................................................................................................................. ................... 9.0L (9.5 Qt) Dry .............................................................................................................. .................................................................................................. 12.2L (12.9 Qt) Page 4967 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 7653 8. Install the cross vehicle beam (1) to the front of the dash (2). NOTE: Refer to Fastener Notice in Service Precautions. 9. Install the nuts and bolts for the cross vehicle beam. Tighten Tighten the nut and bolts for the cross vehicle beam to 20 N.m (15 lb ft). 10. Install the steering column mounting brace bolts. Tighten Tighten the steering column mounting brace bolts to 26 N.m (19 lb ft). Page 9464 Sunroof / Moonroof Switch: Service and Repair REMOVAL PROCEDURE 1. Disengage the sunroof control switch from the headlining trim finish panel. Use a small flat bladed tool. 2. Disconnect the electrical connector (2) from the sunroof control switch (1). 3. Remove the sunroof control switch from the vehicle. INSTALLATION PROCEDURE 1. Install the sunroof control switch (1) to the vehicle. 2. Connect the electrical connector (2) to the sunroof control switch. 3. Firmly push the sunroof control switch (1) into the headlining trim finish panel in order to secure the sunroof control switch. Personalization Memory Positioning Systems: Description and Operation Personalization Personalization features may be set for the vehicle or the driver. Vehicle features do not change with each driver. Specific drivers are recognized by the vehicle through the keyless entry transmitters, the memory buttons, or the Driver Information Center (DIC), and the personalization settings for that driver are recalled. For more information on vehicle personalization features for this vehicle, refer to Vehicle Personalization. For more information on Driver Personalization feature for this vehicle, refer to Driver Personalization. Page 10192 Dimmer Switch: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Lighting and Horns Diagrams. Page 4318 5. Remove the TP sensor and O-ring. INSTALLATION PROCEDURE 1. Install the TP sensor O-ring on the TP sensor. 2. Install the TP sensor on the throttle body assembly. NOTE: Refer to Fastener Notice in Service Precautions. Page 9081 Sun Visor: Service and Repair Sunshade Anchor Replacement Sunshade Anchor Replacement Removal Procedure 1. Push in the rectangular tab on the sunshade anchor (1) with a small flat-bladed tool. This will release the lock tab on the sunshade anchor. 2. Remove the sunshade anchor (1) from the headliner (2). Installation Procedure 1. Push the rectangular tab back through the sunshade anchor (1) with a small flat-bladed tool. This will allow you to reinstall the sunshade anchor without damaging the headliner. 2. Install the sunshade anchor (1) to the headliner (2). 3. Seat the rectangular tab flush with the base of the sunshade anchor (1). This will retain the sunshade anchor to the headliner. Page 10863 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 2337 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 8295 ^ Refer to Theft Systems Description and Operation in Theft Deterrent for more information about the Content Theft Deterrent feature. ^ Refer to Audible Warnings Description and Operation in Instrument Panel, Gauges and Console for more information about the Chime. Page 9758 Equivalents - Decimal And Metric Part 1 Page 3465 Electrical Symbols Part 4 Page 5687 1. Clean and inspect the oil pan for dents or damage. Dry the oil pan before installation. 2. Install the oil pan gasket. Use a new gasket if the sealing ribs are damaged. 3. Install the oil pan. Replace the bottom pan if damaged. Notice: Refer to Fastener Notice in Service Precaution. 4. Install the oil pan attaching bolts. - Tighten the bolts to 14 Nm (124 inch lbs.). 5. Lower the vehicle. 6. Refill the transmission to the proper level with DEXRON III using the following: - Fluid Capacity Specifications. - Transmission Fluid Checking Procedure. 7. Recheck the fluid level. 8. Inspect the oil pan gasket for leaks. Page 557 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 4924 11. Disconnect the throttle body coolant bypass hoses. 12. Disconnect the heater pipe nut at the throttle body. 13. Remove the nuts and bolts holding the throttle body to the intake manifold. 14. Remove the throttle body assembly. INSTALLATION PROCEDURE NOTE: Do not use solvent of any type when cleaning the gasket surfaces on the intake manifold and the throttle body assembly, as damage to the gasket surfaces and throttle body assembly may result. Use care in cleaning the gasket surfaces on the intake manifold and the throttle body assembly, as sharp tools may damage the gasket surfaces. 1. Clean the gasket surface on the intake manifold and the throttle body assembly. 2. Install a new gasket, if necessary. 3. Install the throttle body assembly. NOTE: Refer to Fastener Notice in Service Precautions. 4. Install the throttle body retaining nuts and bolts. Tighten Tighten the throttle body retaining nuts and bolts to 28 N.m (21 lb ft). 5. Connect the throttle body coolant bypass hoses. 6. Connect the heater pipe nut at the throttle body. Page 6286 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 4936 6. Remove the nuts and bolts holding the accelerator cable bracket to the throttle body. 7. Remove the accelerator cable bracket. INSTALLATION PROCEDURE 1. Install the accelerator cable bracket to throttle body. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the accelerator cable bracket retaining nuts and bolts. Tighten ^ Tighten the nuts to 10 N.m (89 lb in). ^ Tighten the bolts to 13 N.m (115 lb in). 3. Install the wire harness clip. 4. Connect the accelerator cable into accelerator cable bracket. Page 5146 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 10596 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 2831 Conversion - English/Metric Page 6062 Notice: Refer to Fastener Notice in Service Precaution. 3. Crimp the seal retaining clamp (1) using the J35910, a breaker bar, and a torque wrench. - Tighten the seal retaining clamp to 136 Nm (100 ft. lbs.). 4. Check the gap dimension, continue tightening until the gap dimension is reached. 5. Put a light coat of grease from the service kit on the ball grooves of the inner race and the outer race. 6. Hold the inner race 90 degrees to centerline of cage (4) with the lands of the inner race (2) aligned with the windows (3) of the cage. 7. Insert the inner race into the cage. Important: Ensure that the retaining ring side of the inner race faces the halfshaft bar. 8. Place the cage and the inner race into the outer race. 9. Insert the first chrome ball then tilt the cage in the opposite direction in order to insert the opposing ball. 10. Repeat this process until all 6 balls are in place. 11. Place approximately half the grease from the service kit inside the seal and pack the CV joint with the remaining grease. 12. Push the CV joint (2) onto the bar (1) until the retaining ring is seated in the groove on the bar. Clutch Rotor and/or Bearing Removal (V5 - Direct Mount) Compressor Clutch Bearing: Service and Repair Clutch Rotor and/or Bearing Removal (V5 - Direct Mount) TOOLS REQUIRED ^ J 41790 Compressor Holding Fixture ^ J 41552 Compressor Pulley Puller ^ J 33023-A Puller Pilot 1. Install the compressor onto the J 41790. 2. Remove the clutch plate and hub assembly (2). 3. Remove the clutch rotor and bearing assembly retaining ring (3), using external snap ring pliers (1). Page 1109 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 4847 Electrical Symbols Part 1 Page 3677 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 7032 1. Install fuses and relays to the fuse block if required. NOTE: Refer to Fastener Notice in Service Precautions. 2. For passenger side only: 2.1. Place the fuse block through the IP carrier. 2.2. Through the opening in the IP storage compartment connect the inboard junction block electrical connectors to the IP fuse block. 2.3. Engage the inboard junction block electrical connectors to the IP fuse block until the connector tabs are fully seated. Tighten Tighten the inboard junction block electrical connector bolts to 3 N.m (27 lb in). 2.4. Install the IP storage compartment to the IP carrier. 3. On the drivers side only: 3.1. Connect the inboard junction block electrical connectors to the IP fuse block. 3.2. Engage the inboard junction block electrical connectors to the IP fuse block until the connector tabs are fully seated. Tighten Tighten the inboard junction block electrical connector bolts to 3 N.m (27 lb in). 3.3. Engage the IP fuse block to the cross vehicle beam. 3.4. Engage the wire harness to the cross vehicle beam and install the left halve of the sound insulator to the IP carrier. Page 4912 Various symbols are used in order to describe different service operations. Page 9684 Electrical Symbols Part 4 Page 2626 Notice: Refer to Fastener Notice in Service Precautions. 2. Install the water pump bolts. Tighten the water pump bolts to 10 Nm (89 inch lbs.). 3. Install the water pump pulley and bolt until snug. 4. Install the drive belt. 5. Tighten the water pump pulley bolts. Tighten the water pump pulley bolts to 25 Nm (18 ft. lbs.). 6. Fill the cooling system. 7. Inspect for leaks. Page 7294 Ball Joint: Service and Repair Lower Ball Joint Replacement ^ Tools Required J 43828 Ball Joint Separator Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. Notice: Care must be exercised to prevent the drive axle joints from being over-extended. When either end of the shaft is disconnected, over-extension of the joint could result in separation of the internal components and possible joint failure. Drive axle joint boot protectors should be used any time service is performed on or near the drive axles. Failure to observe this can result in interior joint or boot damage and possible joint failure. 2. Remove the tire and wheel assembly. 3. Remove the wiring harness from the lower control arm. 4. Remove the stabilizer shaft link. 5. Remove the cotter pin (1) and the nut (2) from the ball joint stud (3). Notice: Use only the recommended tool for separating the ball joint from the knuckle. Failure to use the recommended tool may cause damage to the ball joint and seal. 6. Separate the ball joint stud from the steering knuckle using the J 43828. Page 1676 16. Remove the electrical center box. INSTALLATION PROCEDURE 1. With the electrical center turned upside down, install the electrical center box into the electrical center. 2. Connect the forward lamp wiring harness connector to the junction block. 3. Connect the IP wiring harness connector to the junction block. Page 287 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2546 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 6895 Multiple Junction Connector: Diagrams C100 - C130 C101 Page 4031 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 8294 Memory Positioning Systems: Description and Operation Vehicle Personalization Automatic Door Locks (Manual Trans) The following are the modes of operation for the automatic door locks feature: ^ Mode 1: All of the doors lock when the vehicle speed exceeds 8 km/h (5 mph). All of the doors will unlock when the transaxle is shifted into REVERSE and the key is turned to OFF. ^ Mode 2: if equipped with RKE All of the doors lock when the vehicle speed exceeds 8 km/h (5 mph). Only the driver door unlocks when the transaxle is shifted into REVERSE the key is turned to OFF. ^ Mode 3: All of the doors lock when the vehicle speed exceeds 8 km/h (5 mph). No automatic door unlock. ^ Mode 4: No automatic door lock or unlock. Automatic Door Locks (Automatic Trans) The following are the modes of operation for the automatic door locks feature: ^ Mode 1: All of the doors lock when the vehicle is shifted out of PARK. All of the doors unlock when the vehicle is shifted into PARK and the key is turned to OFF. ^ Mode 2: All of the doors lock when the vehicle is shifted out of PARK. Only the driver door unlocks when the vehicle is shifted into PARK and the key is turned to OFF. ^ Mode 3: All of the doors lock when the vehicle is shifted out of PARK. No automatic door unlock. ^ Mode 4: The automatic door lock feature is disabled. Enter Programming To enter the programming mode, perform the following actions: 1. On a vehicle with a manual trans, place the trans in REVERSE. Apply the park brake. 2. Close all of the doors. 3. Turn the ignition to the RUN position. Automatic Door Locks Continue with the following steps in order to personalize the automatic door locks: 1. Press hold the LOCK button on the power door lock switch for 10 seconds. The vehicle will chime with the number of chimes corresponding to the current mode. Refer to Automatic Door Locks modes. 2. Press and hold the LOCK button on the power door lock switch for 10 seconds again in order to advance to the next mode. The vehicle will chime with the number of chimes corresponding to the mode. 3. Continue to press and hold the LOCK button on the transmitter until the desired mode is reached. Remote Activation Verification Continue with the following steps in order to personalize the horn for the remote activation verification feature: 1. Press and hold the power door lock switch in the UNLOCK position for 10 seconds. The horn will chirp when the horn setting for the remote activation verification has changed between disable and enable. 2. Press and hold the power door lock switch in the UNLOCK position for 10 seconds again to change the horn setting back to the original setting. The horn will chirp when the horn setting for the remote activation verification has changed. Exit Programming Any of the following list of events will cause the programming sequence to be terminated: ^ The ignition is moved from the RUN position. ^ The vehicle is shifted out of REVERSE for vehicles with a manual trans. ^ The park brake is released for vehicles with a manual trans. Chime Level Adjustment In order to adjust the chime level, perform the following steps: 1. Turn the ignition ON. 2. Turn the radio OFF. 3. Press and hold the radio push-button 6 until either LOUD or NORMAL appears on the radio display. The chime sounds 3 times for each volume change. 4. To toggle the setting, press and hold the radio push-button 6 again. Additional Information For more information on the personalization features, refer to one of the following description and operations: ^ Refer to Power Door Locks Description and Operation in Doors for more information about the automatic door lock feature. ^ Refer to Keyless Entry System Description and Operation in keyless Entry for more information about the remote activation verification feature. Page 10282 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 8132 Keyless Entry Receiver: Connector Locations Rear Compartment, Right Side On the right side of the rear compartment. Page 5036 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 6888 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 5047 Various symbols are used in order to describe different service operations. Page 8478 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 3244 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 9909 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 11073 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 5657 Fluid - A/T: Testing and Inspection 4T40-E/4T45-E AUTOMATIC TRANSAXLE FLUID CHECKING PROCEDURE Checking Oil Level Oil Fill And Vent Cap - 4T40E Transaxle Locations Modular Fuel Sender And Fuel Tank Pressure Sensor Page 10269 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 5621 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 4088 4. Refill the cooling system. Refer to Draining and Filling Cooling System in Cooling System. Page 6531 24. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 25. Slowly depress and release the brake pedal. Observe the feel of the brake pedal. 26. If the brake pedal feels spongy perform the following steps: 26.1. Inspect the brake system for external leaks. 26.2. Using a scan tool, perform the antilock brake system automated bleeding procedure to remove any air that may have been trapped in the BPMV. 27. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. 28. If the brake system warning lamp remains illuminated. Refer to Symptoms - Hydraulic Brakes. Page 2274 1. Lubricate the oil seal using clean engine oil. 2. Insert the oil seal into the front cover with the lip facing the engine. Use the J 35468. 3. Install the crankshaft key into the keyway. 4. Install the crankshaft balancer. Page 3943 Body Control Module: Electrical Diagrams Body Control Module Schematics: Powers, Grounds, And Communication Page 6793 Each user will be required to accept the following agreement each time the KeyCode application is used. Key Code User Agreement - Key codes are proprietary information belonging to General Motors Corporation and to the vehicle owner. - Unauthorized access to, or use of, key code information is unlawful and may subject the user to criminal and civil penalties. - This information should be treated as strictly confidential and should not be disclosed to anyone unless authorized. I will ensure that the following information is obtained prior to releasing any Key Code information: 1. Government issued picture ID (Drivers License) 2. Registration or other proof of ownership. Registration should have normal markings from the Province that issued the registration and possibly the receipt for payment recorded as well. Important - GM takes this agreement seriously. Each user must be certain of vehicle ownership before giving out key codes. - When the ownership of the vehicle is in doubt, dealership personnel should not provide the information. Key code requests should never be received via a fax or the internet and key codes should never be provided to anyone in this manner. A face to face contact with the owner of the vehicle is the expected manner that dealers will use to release a key code or as otherwise stipulated in this bulletin or other materials. - Key codes should NEVER be sent via a fax or the internet. - Each Dealership should create a permanent file to document all KeyCode Look Up transactions. Requests should be filed by VIN and in each folder retain copies of the following: - Government issued picture ID (Drivers License) - Registration or other proof of ownership. - Copy of the paid customer receipt which has the name of the employee who cut and sold the key to the customer. - Do not put yourself or your Dealership in the position of needing to "explain" a KeyCode Look Up to either GM or law enforcement officials. - Dealership Management has the ability to review all KeyCode Look-Up transactions. - Dealership KeyCode documentation must be retained for two years. Frequently Asked Questions (FAQs) for GM of Canada Dealers How do I request a KeyCode for customer owned vehicle that is not registered? Scrapped, salvaged or stored vehicles that do not have a current registration should still have the ownership verified by requesting the vehicle title, current insurance policy and / or current lien holder information from the customers financing source. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. In these cases, a short description of the vehicle (scrapped, salvaged, etc.) and the dealership location should be kept on file. Any clarifying explanation should be entered into the comments field. How do I document a KeyCode request for a vehicle that is being repossessed? The repossessor must document ownership of the vehicle by providing a court ordered repossession order and lien-holder documents prior to providing key code information. Copies of the repossessors Drivers License and a business card should be retained by the dealership for documentation. What do I do if the registration information is locked in the vehicle? Every effort should be made to obtain complete information for each request. Each Dealership will have to decide on a case by case basis if enough information is available to verify the customer's ownership of the vehicle. Other forms of documentation include vehicle title, insurance policy, and or current lien information from the customers financing source. Dealership Management must be involved in any request without complete information. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. Can I get a print out of the information on the screen? It is important to note that the Key Code Look Up Search Results contain sensitive and/or proprietary information. For this reason GM recommends against printing it. If the Search Results must be printed, store and/or dispose of the printed copy properly to minimize the risk of improper or illegal use. Who in the dealership has access to the KeyCode application? Dealership Parts Manager (or assigned management) will determine, and control, who is authorized to access the KeyCode Look Up application. However, we anticipate that dealership parts and service management will be the primary users of the application. The KeyCode Look Up application automatically tracks each user activity session. Information tracked by the system includes: User name, User ID, all other entered data and the date/time of access. Page 10026 Temperature Gauge: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Testing and Inspection. Page 5223 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 2379 9. Install the CKP sensor. 10. Install crankshaft balancer. 11. Lower the vehicle. 12. Install the drive belt tensioner. 13. Install the power steering pump. 14. Install water pump pulley and bolts. 15. Install drive belt. 16. Install the engine mount. Tighten water pump pulley bolts to 25 Nm (19 ft. lbs.). 17. Install oil pan. 18. Fill the cooling system. Page 1415 Spark Plug: Application and ID Spark Plug ........................................................................................................................................... ........................................................ AC Type 41-940 Page 2122 Electrical Symbols Part 2 Wheel Bearing/Hub Replacement - Rear Wheel Bearing: Service and Repair Wheel Bearing/Hub Replacement - Rear Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assemblies. Notice: Do not hammer on brake drum as damage to the bearing could result. 3. Remove the brake drum. 4. Remove the hub and bearing assembly (4) from the axle (2). The top rear attaching bolt (5) and nut (1) will not clear the brake shoe (3) when removing the hub and bearing assembly. Partially remove the hub and bearing assembly prior to removing this bolt. 5. Disconnect the rear ABS wheel speed sensor wire connector. 6. Remove the hub and bearing assembly (4) from the vehicle. Installation Procedure 1. Connect the rear ABS wheel speed sensor wire connector. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the hub and bearing assembly (4). Position the top rear attaching bolt (5) in the hub and bearing assembly prior to the installation in the axle assembly (2). ^ Tighten the hub bolts to 85 Nm (62 ft. lbs.). 3. Install the brake drum. 4. Install the tires and wheels. 5. Lower the vehicle. Page 4873 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 5035 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 149 RH IP Fuse Block Page 10286 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 11011 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Panel Replacement Rear Door Panel: Service and Repair Panel Replacement Rear Side Door Trim Panel Replacement Tools Required J 38778 Door Trim Pad and Garnish Clip Remover Removal Procedure 1. Remove the door handle bezel. 2. If equipped, remove the power window switch from the door trim panel. Refer to Front Side Door Window Switch Replacement - Left Side or Front Side Door Window Switch Replacement - Right Side. 3. Use a flat bladed tool in order to remove the inside door pull handle plug (3) from the door trim panel (1). 4. Remove the door trim panel screws (2) from under the inside pull handle. 5. Remove the window regulator handle, if equipped. 6. Using the J 38778 and starting at the door bottom, disengage the door trim panel retainers (4) from the door. 7. Lift up on the door trim panel to disengage it from the inner belt molding. 8. Remove the door trim panel (1) from the door. Installation Procedure 1. Position the door trim panel (1) on the inner belt molding and press down. 2. Install the door trim panel (1) to the door, pressing into place until the retainers (4) are fully seated. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the door trim panel screws (2) to the door trim panel (1). Tighten the screws to 1.8 N.m (16 lb in). 4. Install the window regulator handle, if equipped. 5. Install the inside door pull handle plug (3) to the door trim panel (1), pressing until fully seated. 6. Install the inside door handle bezel to the door trim panel. 7. Install the power window switch to the door trim panel. Page 7697 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 4429 1. Place the shift shaft in the N (Neutral) position. 2. Align the flats of the shift shaft to the flats in the park/neutral switch. Notice: Refer to Fastener Notice in Service Precaution. 3. Install the park/neutral position switch mounting bolts. - Tighten - Tighten the bolts to 24 Nm (18 ft. lbs.). 4. Connect the switch electrical connector. Important: Ensure that the engine will only start in P (Park) or N (Neutral). Readjust the switch if the engine will start in any other position. Page 2621 Thermostat Housing: Service and Repair Thermostat Housing Replacement Removal Procedure 1. Drain the cooling system. 2. Remove the air cleaner. 3. Remove exhaust crossover pipe. 4. Disconnect the surge tank line fitting from the coolant outlet. 5. Remove the thermostat housing to intake manifold bolts. 6. Remove the thermostat housing outlet and thermostat. Installation Procedure 1. Install the thermostat and housing outlet. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the thermostat housing bolts. Tighten the thermostat housing bolts to 25 Nm (18 ft. lbs.). 3. Install exhaust crossover pipe. 4. Connect the surge tank line fitting to the coolant outlet. Tighten the surge tank line fitting to 21 Nm (15 ft. lbs.). 5. Install the air cleaner. 6. Fill the cooling system. 7. Inspect the system for leaks. Page 6855 Fuse Block Left IP, C1 Part 2 Page 726 Mass Air Flow (MAF) Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. LH IP Fuse Block LH IP Fuse Block Page 8720 Rear Bumper Cover / Fascia: Service and Repair Fascia Support Replacement - Rear Bumper Outer Fascia Support Replacement - Rear Bumper Outer Removal Procedure 1. Remove the push-pin retainer from the front of the rear fascia to the quarter panel. 2. Remove the retaining screws from the front of the rear fascia. 3. Remove the screws which secure the quarter panel to the front support bracket. 4. Pull back the fascia and remove the front support bracket. Installation Procedure 1. Position the front support bracket to the quarter panel. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the front support bracket to quarter panel screws. Tighten the front support bracket to quarter panel screws to 6 N.m (53 lb in). 3. Install the rear fascia to front support bracket screws. Tighten the rear fascia to front support bracket screws to 6 N.m (53 lb in). 4. Install the push-pin retainer to the front of the rear fascia to the quarter panel. A/T - Revised Converter Check Valve/Cooler Line Fitting Fluid Line/Hose: Technical Service Bulletins A/T - Revised Converter Check Valve/Cooler Line Fitting INFORMATION Bulletin No.: 04-07-30-017B Date: November 25, 2008 Subject: Information on 4T65-E MN7, M15, M76, MN3 Automatic Transmission Case, Cooler Fitting and Torque Converter Drain Back Check Ball Change Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks with one of the HYDRA-MATIC(R) Automatic Transmissions shown above. Supercede: This bulletin is being revised to update the Parts Information. Please discard Corporate Bulletin Number 04-07-30-017A (Section 07 - Transmission/Transaxle). Effective with Julian date 4019 (January 19, 2004), the 4T65E transaxle cases and cooler fittings have changed and are not interchangeable with past models. The technician may find that when replacing the inlet or outlet transmission cooler lines, the new lines cannot be connected to the transmission. A change to the transmission cooler line fittings was implemented in production on February 1, 2004. The cooler line fittings were changed to a design with a longer lead in pilot (1). The cooler line fittings with the longer lead in pilot will not fit on models built before February 1, 2004. The longer lead in pilot fittings (1) (9/16-18 UNF) have replaced the shorter lead in pilot fittings (2) (3/8-18 NPSF w/check ball & 1/4-18 NPSF). If the transmission cooler lines will not connect, then replace them with the following cooler line fittings as appropriate with the older, shorter lead in pilot design: ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Inlet Hose, P/N 20793004. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Inlet Hose, second design P/N 15264588. ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Outlet Hose, P/N 20793005. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Outlet Hose, second design P/N 15264589. Page 4626 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 3158 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 6897 Multiple Junction Connector: Diagrams C300 - C306 C300 Page 4644 3. Install the fuel injector (3) to fuel rail. 4. Install the fuel injector retaining clips (1). 5. Install the fuel rail. 6. Tighten the fuel filler cap. CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 7. Reconnect the negative battery cable. 8. Inspect for fuel leaks using the following procedure: 8.1. Turn ON the ignition for 2 seconds. 8.2. Turn OFF the ignition for 10 seconds. 8.3. Turn ON the ignition. 8.4. Inspect for fuel leaks. Page 5142 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 8653 Electrical Symbols Part 2 Page 9261 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 10619 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 4679 Electrical Symbols Part 3 Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gage Fitting INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution and Fuel Gage Leak Caution in Service Precautions. NOTE: Clean all of the following areas before performing any disconnections in order to avoid possible contamination in the system: ^ The fuel pipe connections ^ The hose connections ^ The areas surrounding the connections IMPORTANT: Position the fuel pressure gage fitting to avoid contact with the belt. 1. Install the J 34730-1A with the J 34730-262 to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Refer to Fuel Storage Caution in Service Precautions. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool until all of the air is bled out of the gage. 6. Close the bleed valve on the fuel pressure gage. 7. Command the fuel pump ON with a scan tool. 8. Inspect for fuel leaks. REMOVAL PROCEDURE Page 9663 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 191 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 7663 Air Register: Service and Repair Air Outlet Replacement - Floor REMOVAL PROCEDURE 1. Remove the console. 2. Remove the right side insulator panel. 3. Remove the left side insulator panel. 4. Remove the bolts holding the floor air duct to the HVAC module assembly. 5. Release the wire harness retainers from the floor air outlet duct. 6. Remove the floor air outlet duct from the rear seat heat duct. INSTALLATION PROCEDURE 1. Install the floor air duct to the rear seat air duct. 2. Install the floor air duct to the HVAC module assembly. 3. Secure the wire harness retainers to the floor air duct. NOTE: Refer to Fastener Notice in Service Precautions. 4. Install the floor air outlet duct bolts. Tighten Tighten the bolts to 2 N.m (18 lb in). Page 2859 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Service and Repair Trunk / Liftgate Lock Cylinder: Service and Repair Lock Cylinder Replacement - Rear Compartment Lid Removal Procedure 1. Remove the rear compartment lid applique. 2. Remove the rear compartment lid lock cable from the lock cylinder with a flat bladed tool. 3. Drill out the rivets that retain the lock cylinder to the rear compartment lid. 4. Remove the lock cylinder and gasket from the rear compartment lid. Installation Procedure 1. Install the lock cylinder and gasket to the rear compartment lid. 2. Install the rivets (2) to the lock cylinder. 3. Press the rear compartment lid lock cable onto the lock cylinder until the retainer tabs are fully seated. 4. Install the rear compartment lid applique. Page 4102 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 2204 Once the seal is removed from the crankshaft, remove and save all eight screws and discard the old seal. Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or sharp edges with crocus cloth or equivalent before proceeding. Installation Procedure Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal. Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above illustration. Page 10292 Conversion - English/Metric Page 11030 Various symbols are used in order to describe different service operations. Page 10794 Electrical Symbols Part 4 Page 6345 Brake Bleeding: Service and Repair Hydraulic Brake System Bleeding (Pressure) Hydraulic Brake System Bleeding (Pressure) ^ Tools Required ^ J 29532 Diaphragm Type Brake Pressure Bleeder, or equivalent ^ J 35589-A Master Cylinder Bleeder Adapter Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to prevent brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, you must perform the following steps: 3.1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 3.2. With the rear brake pipe installed securely to the master cylinder, loosen and separate the front brake pipe from the front port of the brake master cylinder. 3.3. Allow a small amount of brake fluid to gravity bleed from the open port of the master cylinder. 3.4. Reconnect the brake pipe to the master cylinder port and tighten securely. 3.5. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 3.6. Loosen the same brake pipe to purge air from the open port of the master cylinder. 3.7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 3.8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the master cylinder. 3.9. With the front brake pipe installed securely to the master cylinder - after all air has been purged from the front port of the master cylinder loosen and separate the rear brake pipe from the master cylinder, then repeat steps 3.3-3.8. 3.10. After completing the final master cylinder port bleeding procedure, ensure that both of the brake pipe-to-master cylinder fittings are properly tightened. 4. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install the J 35589-A to the brake master cylinder reservoir. 6. Check the brake fluid level in the J 29532, or equivalent. Add Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container as necessary to bring the level to approximately the half-full point. 7. Connect the J29532, or equivalent, to the J 35589-A. 8. Charge the J29532, or equivalent, air tank to 17 - 205 kPa (25 - 30 psi). 9. Open the J29532, or equivalent, fluid tank valve to allow pressurized brake fluid to enter the brake system. 10. Wait approximately 30 seconds, then inspect the entire hydraulic brake system in order to ensure that there are no existing external brake fluid leaks. Any brake fluid leaks identified require repair prior to completing this procedure. 11. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 12. Install a transparent hose over the end of the bleeder valve. 13. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 14. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. Allow fluid to flow until air bubbles stop flowing from the bleeder, then tighten the bleeder valve. 15. With the right rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the right rear hydraulic circuit install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 16. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 17. With the left front wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left front hydraulic circuit install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 18. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 19. With the left rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left rear hydraulic circuit- install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve 20. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 21. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 22. Close the J 29532, or equivalent, fluid tank valve, then disconnect the J 29532, or equivalent, from the J 35589-A. 23. Remove the J 35589-A from the brake master cylinder reservoir. Page 6467 TOOL INFORMATION CORRECTION PLATE PART INFORMATION Refer to TSB 01-05-23-001 for the Brake Align(R) application chart. For vehicles repaired under warranty, Brake Align(R) Run-Out Correction Plates should be submitted in the Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are available through the following suppliers: - Dealer Equipment and Services - Brake Align(R) LLC (U.S. Dealers Only) * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items, which may be available from other sources. Page 7805 4. For compression-style fittings carefully slide the new O-ring seal (1) onto the A/C refrigerant hose until seated. 5. For banjo-style fittings carefully slide the new O-ring seal (1) onto the A/C refrigerant hose until seated. Leave a light coating of the refrigerant oil on the A/C refrigerant hose in the area indicated (2) ONLY. 6. Install the A/C refrigerant hose to the A/C refrigerant component. 7. For compression-style fittings use a back-up wrench on the A/C refrigerant component (smaller size) fitting (2), then tighten the A/C refrigerant hose (larger size) fitting (1) to specification. 8. For banjo-style fittings install the bolt or the nut retaining the A/C refrigerant hose to the A/C refrigerant component, then tighten to specification. 9. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 10. Leak test the fittings of the component using the J 39400-A. Page 4988 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Locations Locations View Page 1759 Tires: Service and Repair Tire Repair Tire Repair Many different materials and techniques are available on the market in order to repair tires. Not all of the materials and techniques work on some types of tires. Tire manufacturers have published detailed instructions on how and when to repair tires. Obtain the instructions from the manufacturer. Do NOT repair the compact spare tire. Page 3154 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 150 Relay Box: Locations Underhood Junction Block Underhood Fuse Block (Part 1) Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 3616 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 1592 Step 9 Page 1206 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 5968 Right Side Control Valve Body Assembly Control Valve Body Assembly Chart, Valve Springs and Bore Plugs Using GM Brake Clean, or equivalent, in a safe and clean environment (clean aluminum pan) clean the valve body and dry it with compressed air. Use appropriate eye protection. Clean individual valve body components with GM Brake Clean, or equivalent. Coat each valve with clean ATF and reassemble in each bore. Check each valve for free movement during assembly of each bore. Disclaimer Page 3073 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 9834 Malfunction Indicator Lamp: Testing and Inspection Malfunction Indicator Lamp (MIL) Inoperative CIRCUIT DESCRIPTION There should be a steady malfunction indicator lamp (MIL) with the ignition ON and the engine OFF. Ignition feed voltage is supplied directly to the MIL. The powertrain control module (PCM) turns the MIL ON by grounding the MIL control circuit. No MIL with the key ON, engine not running suggests an open in the battery positive and ignition positive voltage feed fuses and circuits. MIL OPERATION The MIL is located on the instrument panel and is displayed as CHECK ENGINE lamp. MIL FUNCTION ^ The MIL informs the driver that a malfunction has occurred and the vehicle should be taken in for service as soon as possible. ^ The MIL illuminates during a bulb test and a system test. ^ A DTC will be stored if a MIL is requested by the diagnostic. MIL ILLUMINATION ^ The MIL will illuminate with ignition ON and the engine not running. ^ The MIL will turn OFF when the engine is started. ^ The MIL will remain ON if the self-diagnostic system has detected a malfunction. ^ The MIL may turn OFF if the malfunction is not present. ^ If the MIL is illuminated and then the engine stalls, the MIL will remain illuminated so long as the ignition switch is ON. ^ If the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition switch is cycled OFF, then ON. DIAGNOSTIC SYSTEM CHECK-COMPUTERS AND CONTROLS SYSTEMS Perform the Computers and Controls Systems Diagnostic System Check, when the following conditions are present: ^ The MIL does not turn ON when the ignition switch is turned to the RUN position. See above for MIL Operation. ^ The MIL remains ON while the engine is running ^ The MIL is flashing while the engine is running ^ A driveability symptom is determined. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Initial Inspection and Diagnostic Overview DIAGNOSTIC AIDS Inspect for the following conditions: ^ If the engine runs OK, inspect for a malfunctioning MIL, an open in the MIL control circuit, or an open in the instrument panel cluster (IPC) ignition feed. ^ If the engine cranks but will not run, inspect for an open PCM ignition or battery feed or a faulty PCM to engine ground. ^ PCM and engine grounds for clean and secure connections. TEST Page 8334 Page 3864 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Page 4974 Throttle Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 1782 Acceptably Prepared (Cleaned-Up) Wheel Surface 6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially available tire sealant such as Patch Brand Bead Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat 7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel Removal and Installation in SI. Parts Information Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Page 10022 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 9522 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 140 Interior Lighting Module: Service and Repair MODULE REPLACEMENT - PANEL DIMMING REMOVAL PROCEDURE 1. Remove the left closeout/insulator panel. 2. Remove the I/P dimmer module bolts (3). 3. Remove the I/P dimmer module (2) from the HVAC bracket. 4. Disconnect the electrical connector (1) from the I/P dimmer module (2). INSTALLATION PROCEDURE 1. Connect the electrical connector (1) to the I/P dimmer module (2). 2. Install the I/P dimmer module (2) to the HVAC bracket. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the I/P dimmer module bolts (3). Tighten Tighten the bolts to 4 N.m (36 lb in). 4. Install the left closeout/insulator panel. Page 4556 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Transmission Mount Replacement- Front Transmission Mount: Service and Repair Transmission Mount Replacement- Front Transmission Mount Replacement- Front Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Support the engine with a jackstand and a block of wood. 3. Remove the mount thru bolt. 4. Remove the lower mount bracket bolts and the lower mount bracket. Page 7375 * The stabilizer shaft Refer to Stabilizer Shaft Replacement. * The lower radiator mounting panel Refer to Radiator Support Replacement in Cooling System. 2. Lower the vehicle on to the frame (3). 3. Install the frame to body bolts (2). Hand tighten the bolts. 4. Install the frame rear bolts (1). Hand tighten the bolts. 5. Install the frame front bolts (4). Hand tighten the bolts. Notice: Refer to Fastener Notice in Service Precautions. 6. Tighten the bolts in the following order: 1. Tighten the rear bolts (1) to 245 N.m (180 lb ft) plus 180 degrees rotation. 2. Tighten the front bolts (4) to 110 N.m (81 lb ft). 3. Tighten the body bolts (2) to 82 N.m (61 lb ft). 7. Raise the vehicle and support with jack stands. Refer to Vehicle Lifting. 8. Install the brake lines to the retainers on the frame (3). 9. Install the rear transmission mount bracket bolts. 10. Install the front transmission mount bracket bolts. 11. Install the power steering lines to the steering gear. 12. Install the bolt from the steering gear to intermediate shaft. 13. Install the tie rod ends to the steering knuckles. 14. Install the brake modulator assembly to the front suspension crossmember. 15. Install the lower ball joints to the steering knuckles. 16. Connect the ABS sensor to the wheel speed sensor and front suspension crossmember. 17. Install the splash shields. 18. Install the tire and wheel assemblies. 19. Remove the engine support fixture. 20. Bleed the power steering system. Refer to Bleeding the Power Steering System in Power Steering System. Page 11060 6. Remove the wiper motor screws. 7. Remove the wiper motor from the wiper transmission. INSTALLATION PROCEDURE 1. Position the wiper motor to the wiper transmission. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the wiper motor screws. Tighten Tighten the screws to 10 N.m (89 lb in). Diagrams TCC Brake Switch Page 2718 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 9042 Carpet: Removal and Replacement Carpet - Front Carpet Replacement - Front Removal Procedure The floor carpet is a molded, one-piece design. 1. Remove the front seats. 2. Remove the console assembly. 3. Remove the floor carpet retainers. 4. Remove the center pillar lower trim panel. 5. Remove the front shoulder belt anchor bolts from the floor pan. 6. Remove the rear seat cushion. 7. Remove the floor carpet. Installation Procedure 1. Install the floor carpet. 2. Install the rear seat cushion. 3. Install the front shoulder belt anchor bolts to the floor pan. 4. Install the center pillar lower trim panel. 5. Install the floor carpet retainers. 6. Install the console assembly. 7. Install the front seats. Carpet Retainer Carpet Retainer Replacement Removal Procedure 1. Starting at the rear edge, pull the floor carpet retainers upward in order to disengage the retaining clips. Page 3205 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3991 Conversion - English/Metric Page 10874 Window Switch - Driver, C2 Page 599 A/T - No Movement in Drive or 3rd Gear Clutch: All Technical Service Bulletins A/T - No Movement in Drive or 3rd Gear TECHNICAL Bulletin No.: 08-07-30-027 Date: June 04, 2008 Subject: No Movement When Transmission is Shifted to Drive or Third - Normal Operation When Shifted to Second, First or Reverse (Replace Forward Sprag Assembly) Models: 1982 - 2005 GM Passenger Cars and Light Duty Trucks 2006 - 2007 Buick Rainier 2006 Cadillac Escalade, Escalade ESV, Escalade EXT 2006 Chevrolet SSR 2006 - 2008 Chevrolet Avalanche, Colorado, Express, Silverado Classic, Silverado, Suburban, Tahoe, TrailBlazer 2006 GMC Yukon Denali, Yukon Denali XL 2006 - 2008 GMC Canyon, Envoy, Savana, Sierra Classic, Sierra, Yukon, Yukon XL 2006 Pontiac GTO 2006 - 2007 HUMMER H2 2006 - 2008 HUMMER H3 2006 - 2008 Saab 9-7X with 4L60, 4L60E, 4L65E or 4L70E Automatic Transmission (RPOs MD8, M30, M32, M33 or M70) Condition Some customers may comment that the vehicle has no movement when the transmission is shifted to DRIVE or THIRD position, but there is normal operation when it is shifted to SECOND, FIRST or REVERSE position. Cause This condition may be caused by a damaged forward sprag assembly (642). Correction When inspecting the sprag, it is important to test the sprag for proper operation by holding the outer race (644) with one hand while rotating the input sun gear (640) with the other hand. The sun gear should rotate only in the counterclockwise direction with the input sun gear facing upward. If the sprag rotates in both directions or will not rotate in either direction, the sprag elements should be inspected by removing one of the sprag assembly retaining rings (643). Refer to SI Unit Repair section for forward clutch sprag disassembly procedures. If the sprag is found to be damaged, make repairs to the transmission as necessary. A new forward roller clutch sprag assembly is now available from GMSPO. Page 1891 Jump Starting: Service and Repair JUMP STARTING IN CASE OF EMERGENCY CAUTION: Batteries produce explosive gases. Batteries contain corrosive acid. Batteries supply levels of electrical current high enough to cause burns. Therefore, in order to reduce the risk of personal injury while working near a battery, observe the following guidelines: ^ Always shield your eyes. ^ Avoid leaning over the battery whenever possible. ^ Do not expose the battery to open flames or sparks. ^ Do not allow battery acid to contact the eyes or the skin. Flush any contacted areas with water immediately and thoroughly. - Get medical help. NOTE: This vehicle has a 12 volt, negative ground electrical system. Make sure the vehicle or equipment being used to jump start the engine is also 12 volt, negative ground. Use of any other type of system will damage the vehicle's electrical components. 1. Position the vehicle with the booster battery so that the jumper cables will reach. ^ Do not let the two vehicles touch. ^ Make sure that the jumper cables do not have loose ends, or missing insulation. 2. Place an automatic transmission in PARK. If equipped with a manual transmission, place in NEUTRAL and block the wheels. 3. Turn off all electrical loads on both vehicles that are not needed. 4. Turn OFF the ignition on both vehicles. 5. Connect the red positive (+) cable to the remote positive (+) terminal of the vehicle with the discharged battery. 6. Connect the red positive (+) cable to the positive (+) terminal of the booster battery. Use a remote positive (+) terminal if the vehicle has one. 7. Connect the black negative (-) cable to the negative (-) terminal of the booster battery. CAUTION: Do not connect a jumper cable directly to the negative terminal of a discharged battery to prevent sparking and possible explosion of battery gases. Page 10405 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 7350 For vehicles repaired under warranty, use the table. Disclaimer Page 3812 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 2715 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2610 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 264 Engine Control Module: Description and Operation POWERTRAIN CONTROL MODULE (PCM) DESCRIPTION Powertrain Control Module (PCM) Description The powertrain has electronic controls to reduce exhaust emissions while maintaining excellent driveability and fuel economy. The Powertrain Control Module (PCM) is the control center of this system. The PCM monitors numerous engine and vehicle functions. The PCM constantly looks at the information from various sensors and other inputs, and controls the systems that affect vehicle performance and emissions. The PCM also performs the diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the Malfunction Indicator Lamp ( MIL). When the PCM detects a malfunction, the PCM stores a Diagnostic Trouble Code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. Review the components and wiring diagrams in order to determine which systems are controlled by the PCM. The Powertrain Control Module (PCM) contains the remainder of the logic of the theft deterrent system. If a class 2 message containing a valid password is received from the BCM, the PCM will continue to allow the fuel injectors to operate. The PCM will allow the fuel injectors to operate until it decides there is no valid password coming from the BCM If the PCM does not receive a class 2 message, or receives a class 2 message with an incorrect password, the engine will crank and will not run or will start and stall immediately. A/T - 4T65E Fluid Leaking From A/T Vent Seals and Gaskets: Customer Interest A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Page 2126 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 10488 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 8489 Radio/Audio System Schematics: Rear Speakers With Radio Amplifier Body - Water Leaks to Interior/Trunk Sunroof / Moonroof Weatherstrip: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 3448 NOTE: ^ Be sure plug threads smoothly into cylinder head and is fully seated. Use a thread chaser if necessary to clean threads in cylinder head. Cross-threading or failing to fully seat spark plug can cause overheating of plug, exhaust blow-by, or thread damage. Follow the recommended torque specifications carefully. Over or under-tightening can also cause severe damage to engine or spark plug. ^ Refer to Fastener Notice in Service Precautions. 2. Install the spark plugs to the engine. Tighten Tighten the spark plugs to 15 N.m (11 lb ft). 3. Install the spark plug wires to the spark plugs. Page 3026 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 3285 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 230 Electrical Symbols Part 2 Page 9137 Power Door Lock Switch: Service and Repair Power Door Lock Switch Replacement REMOVAL PROCEDURE 1. Remove the door handle bezel (3). 2. Release the retaining tabs for the power door lock switch (2) from the door handle bezel (3). 3. Disconnect the electrical connector (1) from the power door lock switch (2). INSTALLATION PROCEDURE 1. Install the power door lock switch (2) to the door handle bezel (3). 2. Connect the electrical connector (1) to the power door lock switch (2). 3. Install the door handle bezel. Service Precautions Jump Starting: Service Precautions CAUTION: Batteries produce explosive gases. Batteries contain corrosive acid. Batteries supply levels of electrical current high enough to cause burns. Therefore, in order to reduce the risk of personal injury while working near a battery, observe the following guidelines: ^ Always shield your eyes. ^ Avoid leaning over the battery whenever possible. ^ Do not expose the battery to open flames or sparks. ^ Do not allow battery acid to contact the eyes or the skin. Flush any contacted areas with water immediately and thoroughly. - Get medical help. Locations Throttle Position Sensor: Locations Locations View Page 3681 Conversion - English/Metric Page 4079 Camshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 2863 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 1089 Various symbols are used in order to describe different service operations. Page 581 Glove Box Lamp Switch: Service and Repair REMOVAL PROCEDURE 1. Remove the Instrument Panel (IP) compartment from the IP carrier. 2. Disconnect the electrical connector from the IP compartment lamp switch. 3. Use a small flat-bladed tool in order to release the retainers on the IP compartment lamp switch. 4. Remove the IP compartment lamp switch from the IP compartment. 5. Remove the bulb from the lamp switch socket if required. INSTALLATION PROCEDURE 1. Install the bulb into the IP compartment lamp switch socket, if required. 2. Connect the electrical connector to the IP compartment lamp switch. 3. Install the IP compartment lamp switch to the IP compartment. 4. Press the switch into the IP compartment until the retainers are fully seated. 5. Install the IP compartment to the IP carrier. Page 6378 1. Lubricate the new piston seal (4) with Delco Supreme II (R) GM P/N 12377967, Canadian P/N 992667 or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 2. Install the lubricated, new piston seal (4) into the caliper bore. 3. Install the caliper piston (3) into the caliper bore. 4. Install the new caliper dust boot seal (2). 5. Install the bleeder valve (5) and cap (6) to the caliper and tighten the valve securely. 6. Install the brake caliper to the vehicle. Specifications Valve Cover: Specifications Valve Rocker Arm Cover Bolt ............................................................................................................................................................. 10 Nm (89 inch lbs.) Procedures Carpet: Procedures Floor Carpet Drying If the carpet or the pad or insulator is wet, use the following criteria for drying or for replacing the components: * For a 1-piece carpet assembly bonded to a cotton or a fiber padding, replace the entire assembly. * For a 2-piece carpet assembly with a cotton or a fiber padding, replace the padding only. While the carpet is out of the vehicle, dry the carpet using the method described below. * For a 1-piece carpet assembly bonded to a foam padding or attached to a synthetic padding, dry the carpet using the method described below. * For a 2-piece carpet assembly with a synthetic padding, dry the assembly using the method described below. Drying Method 1. If you observe puddles of liquid on the carpet face, use a wet vacuum to remove the excess moisture. 2. Blot the face of the carpet with a towel in order to absorb as much moisture as possible. 3. Point a fan at the affected area and air dry the carpet. Page 3011 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER INTAKE DUCT REPLACEMENT REMOVAL PROCEDURE 1. Loosen the 2 intake air duct (shown similar) clamps from the air cleaner assembly and throttle body. 2. Disconnect the intake air temperature (IAT) sensor electrical connector. 3. Remove intake air duct/mass air flow (MAF) sensor from air cleaner assembly and throttle body. 4. Loosen the clamp on the MAF sensor and separate the intake air duct from the MAF sensor. INSTALLATION PROCEDURE 1. Assemble the intake air duct and MAF sensor. 2. Install the assembly (shown similar) to the throttle body and air cleaner assembly. NOTE: Refer to Fastener Notice in Service Precautions. 3. Secure the 3 clamps on the intake air duct/MAF sensor assembly. Tighten Tighten the air cleaner duct clamps to 2 N.m (18 lb in). Page 2594 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 524 1. Install the fuel level sensor (1) by sliding the fuel level sensor down the slots on the lower housing. 2. Slide the upper reservoir into the lower reservoir (2) making sure the tabs lock. 3. Connect the 2 wires into the connector and lock the connector with the retaining clip. 4. Connect the fuel pump and fuel level sensor electrical connector and lock the connector with the retaining clip. 5. Install the fuel sender assembly. Page 5303 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the TCC solenoid retainer clip (304), the TCC solenoid (335), with two O-rings (337, 338), and screen, the TCC regulated apply valve (339) and the spring (340). Installation Procedure 1. Install the spring (340), the TCC regulated apply valve (339), the TCC solenoid (335) with two O-rings (337 and 338) and screen, and the TCC solenoid retainer clip (304). 2. Install the transmission side cover. Page 10407 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 9852 Electrical Symbols Part 1 Page 4527 Disclaimer A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 9619 ignition cycle when an indicator illuminates and the engine is running for greater than 6.5 seconds. Refer to Indicator/Warning Message Description and Operation. Page 9762 Fuel Gauge: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Diagrams. Page 700 Mass Air Flow (MAF) Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 10500 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 7629 1. Install the insulator and the bracket to the accumulator. IMPORTANT: You must add refrigerant oil to a NEW accumulator. 2. Add the required amount of new refrigerant oil to a new accumulator. Refer to Refrigerant System Capacities. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the accumulator bracket and bolt to the vehicle. Tighten Tighten the bolt to 10 N.m (89 lb in). 4. Install the condenser hose assembly to the accumulator. 5. Install the evaporator hose assembly to the accumulator. 6. Install the right wheelhouse splash shield. 7. Lower the vehicle. 8. Recharge the A/C system. Refer to Refrigerant Recovery and Recharging. 9. Leak test the fittings of the component using the J 39400-A. Page 9517 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 1831 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Page 751 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 3668 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 4976 5. Remove the TP sensor and O-ring. INSTALLATION PROCEDURE 1. Install the TP sensor O-ring on the TP sensor. 2. Install the TP sensor on the throttle body assembly. NOTE: Refer to Fastener Notice in Service Precautions. Page 3262 Throttle Position Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the air intake duct. 3. Disconnect the TP sensor electrical connector. 4. Remove the 2 TP sensor fasteners. Page 4271 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 11086 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 9998 Electrical Symbols Part 3 Page 5154 Conversion - English/Metric Page 6439 1. Thickness Variation Pulsation is Caused by Lateral Run Out (LRO). LRO on a brake corner assembly is virtually undetectable unless measured (with a dial indicator after the brake service) and will not be detected as brake pulsation during an after brake service test drive. If the brake corner is assembled with excessive LRO (greater than 0.050 mm (0.002 in), thickness variation will develop on the brake rotor over time and miles. Excessive LRO will cause the brake pads to wear the brake rotors unevenly, which causes rotor thickness variation. Pulsation that is the result of excessive Lateral Run Out usually develops in 4,800-16,000 km (3,000-10,000 mi). The more excessive the LRO, the faster the pulsation will develop. LRO can also be induced when uneven torque is applied to wheel nuts (lug nuts). Improper wheel tightening after tire rotation, spare tire usage, brake inspection, etc. can be the cause of brake pulsation. Again, it usually takes 4,800-16,000 km (3,000-10,000 mi) AFTER the service event for the condition to develop. The customer does not usually make the connection between the service event and the awareness of the pulsation. The proper usage of torque wrenches and/or torque sticks (torque limiting sockets) will greatly reduce or eliminate the pulsation conditions after wheel service events. The improper use of impact wrenches on wheel nuts greatly increases the likelihood of pulsation after wheel service. The following are examples of pulsation conditions and reimbursement recommendations: - If the customer noticed the condition between 4,800-16,000 km (3,000-10,000 mi) and it gradually got worse, normally the repair would be covered. The customer may tolerate the condition until it becomes very apparent. - If a GM dealer performed a prior brake service, consider paying for the repair and then strongly reinforce proper brake lathe maintenance. - If the customer had the brake service done outside of a GM dealership, normally GM would not offer any assistance. - If a customer indicated they had wheel service, ask who performed the service. Then; - If a GM dealer performed the service, consider paying for the repair and then strongly reinforce the use of torque sticks at the dealer. Two common size torque sticks cover 90% of all GM products. Each technician needs to use torque sticks properly every time the wheel nuts are tightened. - If the customer had the wheel service done outside of a GM dealership, normally GM would not offer any assistance. 2. Thickness Variation Pulsation Caused by Brake Rotor Corrosion - Rotor corrosion is another form of thickness variation, which can cause a pulsation concern and can be addressed as follows: - Cosmetic Corrosion: In most instances rotor corrosion is cosmetic and refinishing the rotor is unnecessary. - Corrosion - Pulsation Caused by Thickness Variation (Lot Rot / Low Miles - 0-321 km (0-200 mi): At times more extensive corrosion can cause pulsation due to thickness variation. This usually happens when the vehicle is parked for long periods of time in humid type conditions and the braking surface area under the pads corrodes at a different rate compared to the rest of the braking surface area. Cleaning up of braking surfaces (burnishing) can be accomplished by 10 - 15 moderate stops from 56- 64 km/h (35 - 40 mph) with cooling time between stops. If multiple moderate braking stops do not correct this condition, follow the "Brake Rotor Clean-Up Procedure" below. - Corrosion - Pulsation Caused by Thickness Variation (without rotor flaking / higher mileage 3,200-8,000 km (2,000-5,000 mi): In some cases, more extensive corrosion that is not cleaned up by the brake pad over time and miles can cause the same type of pulsation complaint due to thickness variation. In these cases, the rotor surface is usually darker instead of shiny and a brake pad foot print can be seen against the darker surface. This darker surface is usually due to build-up, on the rotor material surface, caused by a combination of corrosion, pad material and heat. To correct this condition, follow the "Brake Rotor Clean-up Procedure" below. - Corrosion - Pulsation Caused by Thickness Variation (with rotor flaking / higher mileage - 8,000 + km (5,000 + miles) : At times, more extensive corrosion over time and miles can cause pulsation due to thickness variation (flaking). This flaking is usually a build up, mostly on the rotor material surface, caused by a combination of corrosion, pad material and heat. When rotor measurements are taken, the low areas are usually close to the original rotor thickness (new rotor) measurement and the high areas usually measure more than the original rotor thickness (new rotor) measurement (depending on mileage and normal wear). To correct this condition, follow the "Brake Rotor Clean-up Procedure" described below. Important In some flaking instances, cleaning-up this type of corrosion may require more rotor material to be removed then desired. Customer consideration should be taken in these situations and handled on a case by case basis, depending on the amount/percentage of rotor life remaining and the vehicle's warranty time and miles. Brake Rotor Clean-Up Procedure Page 10690 4. Install the headlamp (2) by pushing straight forward to the headlamp mounting panel. 5. Hold the headlamp in place while pushing downward on the release tabs (1). 6. Check and adjust the headlamp aim as necessary. 7. Close the hood. Page 4636 Steps 1-7 The numbers below refer to the step numbers on the diagnostic table. 3. This step tests each fuel injector resistance within a specific temperature range. If any of the fuel injectors display a resistance outside of the specified value, replace the fuel injector. 4. This step determines if all of the fuel injectors are within 3 ohms of each other. If the highest resistance value is within 3 ohms of the lowest resistance value, then all of the fuel injector coil windings are OK. 5. This step determines which fuel injector is faulty. After subtracting the highest and lowest resistance values from the average value, replace the fuel injector that has the greatest resistance difference from the average. Page 4315 Throttle Position (TP) Sensor Page 10105 Electrical Symbols Part 3 Page 414 Oil Level Sensor: Service and Repair Engine Oil Level Sensor and/or Switch Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Drain the oil from the oil pan. 3. Disconnect the electrical connector from the oil level sensor. 4. Remove the retainer bolt from the oil pan. 5. Remove the oil level sensor from the oil pan. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the oil level sensor to the oil pan with the retainer bolt. Tighten the bolt to 16 Nm (12 ft. lbs.). 2. Connect the electrical connector to the oil level sensor. 3. Lower the vehicle. 4. Add oil to the proper level. Brakes - Creaking Noise On Slow Speed Braking Brake Caliper: All Technical Service Bulletins Brakes - Creaking Noise On Slow Speed Braking File In Section: 05 - Brakes Bulletin No.: 04-05-23-004 Date: September, 2004 TECHNICAL Subject: Brake Noise/Creak During Slow Speed Braking (Lubricate Brake Caliper) Models: 1999-2003 Chevrolet Malibu 2004 Chevrolet Malibu Classic 1999-2004 Oldsmobile Alero 1999-2004 Pontiac Grand Am Condition Some customers may comment on a creak type noise occurring when applying the brakes. It is usually heard only during slow speed brake maneuvers. If this condition exists, it should be able to be duplicated when the vehicle is not moving by depressing the brake and listening for the noise from the wheel-well/caliper area. Cause This condition may be caused by a caliper piston to seal interface issue during brake apply. If the caliper is removed and the piston is pushed back, the noise may be eliminated. This is usually only a temporary fix. Correction DO NOT REPLACE CALIPER. To repair this condition, lubricate the entire circumference of the seal at the caliper piston interface using kluber Fluid and the following procedure: 1. Remove the wheel and reinstall two lug nuts. This will hold the rotor to the bearing surface so debris does not fall between the surfaces and cause lateral runout (LRO). 2. Remove the bottom bolt from the caliper assembly without disturbing the hydraulic system. 3. Swing the caliper assembly up so the caliper assembly is facing upward. 4. Thoroughly clean the piston boot with GM approved Brake Clean. Pay particular attention to the area where the boot interfaces with the piston. 5. Using compressed air, dry the piston/boot area. Page 4290 Throttle Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 6365 6. Remove the cap from the tip of the bottle and carefully insert the tip, P/N 89022161, between the boot and piston, inward of the piston boot groove. 7. From the top side of the piston (reference diagram), inject the lubricant. With the caliper in the tilted position, the lubricant will flow down and work its way around the entire circumference of the seal. Let the caliper body assembly remain in this position for a minimum of 2 minutes to allow for the fluid to completely work its way around the seal. 8. Push the piston into the seal to ensure the lubricant is on both the piston and seal surface. Important: Excessive fluid could appear as a failure and lead to a comeback. To prevent unnecessary future repairs, it is important to only use one bottle per side and make sure excess fluid is wiped away. 9. Wipe away any excessive fluid. 10. Reassemble the caliper to the vehicle. Tighten Tighten the caliper bolts to 31 Nm (23 lb-ft). 11. Repeat Steps 1 - 9 on the opposite side of the vehicle, if necessary. 12. Pump the brake pedal to push the caliper piston back into place. 13. Reinstall the wheel and test drive the vehicle to verify repair. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 7043 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Page 7519 Disclaimer Page 9616 Audible Warning Device: Description and Operation Key-In-Ignition Warning The radio activates the key-in-ignition audible warning as requested by the Body Control Module (BCM). The BCM sends a class 2 message to the radio indicating the chime of a medium rate frequency and a continuous duration. The key-in-ignition warning sounds when the following occurs: ^ The ignition switch is OFF. ^ The Body Control Module (BCM) determines that the driver door is open and the signal circuit is low. ^ The BCM determines that the key-in-ignition switch is closed and the signal circuit is low. Page 3721 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 1714 Vehicle Lifting: Service and Repair Frame Contact Hoist Front Hoist Pads Position the (frame contact) front hoist pads as follows: IMPORTANT: The front hoist pads must not contact the rocker panels, the front fenders, or the floor pan. ^ Under the front frame rail shipping slot reinforcements. ^ The long sides of the pads parallel to the frame rails. Rear Hoist Pads Position the (frame contact) rear hoist pads as follows: IMPORTANT: The rear hoist pads must not contact the rocker panels to the outside of the frame rail shipping slot reinforcements. The rear hoist pads must not contact the floor pan. Under the rear frame rail shipping slot reinforcements. The long sides of the pads perpendicular to the frame rails. The outer edge of the pads aligned with the outer edge of the rear frame rail shipping slot reinforcements. Page 5053 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (7X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Remove the right tire and wheel. 4. Turn steering wheel fully to the left. 5. Disconnect the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from engine. 8. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install the sensor to the block. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor attaching bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the sensor electrical connector. 5. Install the right tire and wheel. Page 1802 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Page 7018 Fuse Block Underhood, C2 Page 7882 Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Page 3973 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 5378 For vehicles repaired under warranty, use the table. Disclaimer Page 6298 1. Place the shift shaft in the N (Neutral) position. 2. Align the flats of the shift shaft to the flats in the park/neutral switch. Notice: Refer to Fastener Notice in Service Precaution. 3. Install the park/neutral position switch mounting bolts. - Tighten - Tighten the bolts to 24 Nm (18 ft. lbs.). 4. Connect the switch electrical connector. Important: Ensure that the engine will only start in P (Park) or N (Neutral). Readjust the switch if the engine will start in any other position. Page 10264 Electrical Symbols Part 1 Page 5216 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Service and Repair Hood Hinge: Service and Repair Hood Hinge Replacement Removal Procedure 1. Remove the air inlet grille. 2. Mark the position of the hood hinge on the fender and hood using a grease pencil. 3. Remove the hood. 4. Remove the lower hood hinge bolts from the fender. 5. Remove the hood hinge from the vehicle. Installation Procedure 1. Position the hood hinge to the alignment marks on the fender. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the lower hood hinge bolts to the fender. Tighten the bolts to 28 N.m (21 lb ft). 3. Install the hood. 4. Install the air inlet grille. 5. Align the hood. Refer to Hood Adjustment. Page 7109 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 3263 5. Remove the TP sensor and O-ring. INSTALLATION PROCEDURE 1. Install the TP sensor O-ring on the TP sensor. 2. Install the TP sensor on the throttle body assembly. NOTE: Refer to Fastener Notice in Service Precautions. Page 10169 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 9228 Sunroof / Moonroof Switch: Service and Repair REMOVAL PROCEDURE 1. Disengage the sunroof control switch from the headlining trim finish panel. Use a small flat bladed tool. 2. Disconnect the electrical connector (2) from the sunroof control switch (1). 3. Remove the sunroof control switch from the vehicle. INSTALLATION PROCEDURE 1. Install the sunroof control switch (1) to the vehicle. 2. Connect the electrical connector (2) to the sunroof control switch. 3. Firmly push the sunroof control switch (1) into the headlining trim finish panel in order to secure the sunroof control switch. Page 5787 Seals and Gaskets: Service and Repair Stub Axle Shaft, RH Axle Oil Seal Replacement Stub Axle Shaft, RH Axle Oil Seal Replacement - Tools Required J 6125-1B Slide Hammer - J 23129 Seal Removal Tool - J 38868 Shaft Removal Tool - J 41102 Axle Seal Installation Tool Removal Procedure Important: Do not damage the seal bore or the sleeve assembly. Fluid leaks may result. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the drive axle assembly. 3. Remove the snap ring from the stub axle shaft. Discard the snap ring. Do not reuse. 4. Remove the stub shaft from the transmission. Use the J 6125-1B and the J 38868. 5. Pull lightly on the shaft. Rotate the shaft until the output shaft snap ring at the differential seats in the taper on the differential side gear. 6. Remove inner snap ring. 7. Remove the right hand axle seal from the transmission. Use the J 23129 and the J 6125-1B. Installation Procedure Page 10432 5. Adjust the stop lamp switch (3). 6. Install the driver's side sound insulator. Page 3948 Body Control Module: Reading and Clearing Diagnostic Trouble Codes Accessing and Reading Diagnostic Trouble Codes PROCEDURE A Tech II or equivalent Scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from the PCM or BCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the Scan tool manufacturer in order to access and read either current and/or history DTCs. Clearing Diagnostic Trouble Codes PROCEDURE Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer. NOTES: ^ Do not clear the DTCs unless directed to do so by the service information provided for each diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame data and/or malfunction history records) which may be helpful for some diagnostic procedures will be erased from the memory when the DTCs are cleared. ^ Interrupting PCM battery voltage to clear DTCs is NOT recommended. Page 9828 Low Fuel Lamp/Indicator: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Testing and Inspection. Page 4076 Various symbols are used in order to describe different service operations. Service and Repair Front Subframe: Service and Repair Frame Replacement Removal Procedure 1. Install the engine support fixture. 2. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 3. Remove the tire and wheel assemblies. 4. Remove the splash shields. 5. Disconnect the Antilock Brake System (ABS) harness from the wheel speed sensor and frame. 6. Remove the lower ball joints from the steering knuckles. 7. Remove the brake modulator assembly from the front suspension crossmember. 8. Remove the tie rod ends from the steering knuckles. 9. Remove the bolt from the steering gear to intermediate shaft and disconnect the shaft. 10. Remove the power steering lines from the steering gear. 11. Remove the front transmission mount bracket bolts. 12. Remove the rear transmission mount bracket bolts. 13. Remove the brake lines from the retainers on the frame (3). 14. Lower the vehicle until the frame (3) rests on the jack stands. 15. Remove the front support bolts (4) from the frame. 16. Remove the rear support bolts (1) from the frame. 17. Remove the frame to body bolts (2). 18. Raise the vehicle off of the frame (3). 19. Remove the following components if replacing the frame: * The lower control arms Refer to Lower Control Arm Replacement. * The power steering gear Refer to Power Steering Gear Replacement in Power Steering System. * The front transmission mount Refer to Transmission Mount Replacement - Front in Automatic Transaxle- 4T40-E/4T45-E. * The rear transmission mount Refer to Transmission Mount Replacement - Rear in Automatic Transaxle- 4T40-E/4T45-E. * The stabilizer shaft Refer to Stabilizer Shaft Replacement. * The lower radiator mounting panel Refer to Radiator Support Replacement in Cooling System. Installation Procedure 1. Install the following components to the frame,if removed: * The lower control arms Refer to Lower Control Arm Replacement. * The power steering gear Refer to Power Steering Gear Replacement in Power Steering System. * The front transmission mount Refer to Transmission Mount Replacement - Front in Automatic Transaxle- 4T40-E/4T45-E. * The rear transmission mount Refer to Transmission Mount Replacement - Rear in Automatic Transaxle- 4T40-E/4T45-E. Page 4829 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Tape/CD Player Error Messages Compact Disc Player (CD): Description and Operation Tape/CD Player Error Messages The radio displays an error when any of the following occurs. ^ The radio will display error codes for the tape player and integral CD player. ^ The radio will display the following tape player error codes for tight tape, broken tape, and wrapped tape. If these conditions are detected, the radio will switch to the radio mode and eject the tape. The error code will be displayed for 5 seconds, followed by the tuner display, then the default. E10 - Tight tape - E11 - Broken tape - E14 - Wrapped tape ^ The radio will display the following integral CD player error codes. If one of these problems is detected, the unit will switch to the radio mode and eject the CD. The display will show TOD, if the unit is off, or display the radio frequency for 5 seconds, then the default, if the unit is on. E20 - Optics focus error, maybe due to moisture - E21 - Optics loss of tracking control, maybe due to blemishes on disc - E22 - Load/Unload motor problem - E23 - Communication problem Page 8725 Rear Bumper Reinforcement: Service and Repair Impact Bar Replacement - Rear Bumper Removal Procedure 1. Remove the rear bumper fascia. 2. Remove the rear energy absorber. 3. Disconnect the wiring harness from the rear bumper impact bar. 4. Remove the rear impact bar nuts from the rear impact bar. 5. Remove the rear impact bar from the vehicle. Installation Procedure 1. Position the rear impact bar to the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear impact bar nuts to the rear impact bar. Tighten the nuts to 25 N.m (18 lb ft). Page 10917 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 3240 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Specifications Engine Oil Pressure: Specifications Oil Pressure ......................................................................................................................................... ................................... 103 kPa 15 psi @ 1100 RPM Page 3682 Crankshaft Position Sensor: Connector Views Crankshaft Position (CKP) Sensor A Crankshaft Position (CKP) Sensor B Page 7901 Refrigerant Oil: Fluid Type Specifications PAG (Polyalkaline Glycol) synthetic refrigerant oil (GM part number 12345923) or equivalent. For Canada use GM P/N 10953486. Page 6292 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 3688 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (24X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle on hoist. Refer to Lifting and Jacking the Vehicle. 3. Remove the crankshaft harmonic balancer. 4. Note the routing of sensor harness before removal. 5. Remove the harness retaining clip with bolt. 6. Disconnect the sensor electrical connector. 7. Remove the sensor bolts (4). 8. Remove the sensor. INSTALLATION PROCEDURE 1. Install the 24X crankshaft position sensor (1) with bolts (4) and route harness as noted during removal. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the harness retaining clip (3) with bolt (4). Tighten Tighten the CKP sensor bolts to 10 N.m (89 lb in). 3. Connect the sensor electrical connector. 4. Install the balancer on the crankshaft. 5. Lower vehicle. Capacity Specifications Coolant: Capacity Specifications Coolant Capacity 13.6 qt (US) Note: Recheck fluid level after filling system. Page 8111 Disclaimer Page 233 Engine Control Module: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 6600 10. Disconnect the EBCM harness connector (2) from the EBCM (1). 11. Remove the BPMV retaining nut (2). 12. Remove the EBCM/BPMV assembly (3) from the vehicle. 13. Remove the EBCM (1) from the BPMV (2). Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. Page 8125 1. Install the antenna extension cable (2) to the vehicle. 2. Connect the antenna extension cable (2) to the main body harness (1). 3. Reposition the carpet to a desired appearance. 4. Install the right side carpet retainer. 5. Install the antenna extension cable rosebud retainers (2) to the instrument panel (1). 6. Install the instrument panel storage compartment. 7. Install the radio. Page 9403 4. Pull back the rear of the seat cushion cover in order to access the loop tab on the cover. 5. Remove the loop tab from the seat back recliner bolt. 6. Pull out the seat back cover end flaps. 7. Unfasten the hook and the loop retainers which secure the seat back cover to the pad. 8. Remove the seat back cover, by pulling the cover up and over the pad. 9. Remove the head restraint retainers. 10. Remove the seat back cover from the pad. Installation Procedure 1. Position the seat back cover to the pad. 2. Install the head restraint retainers. 3. Pull the seat back cover over the pad and align the hook and the loop retainers. 4. Use firm hand pressure in order to engage the hook and the loop retainers. Page 3568 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 980 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Suspension - Shock Absorber/Strut Leakage Information Suspension Strut / Shock Absorber: All Technical Service Bulletins Suspension - Shock Absorber/Strut Leakage Information INFORMATION Bulletin No.: 05-03-08-002C Date: October 16, 2009 Subject: Information on Replacement of Shock Absorbers and Struts Due to Fluid Leaks Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2010 model year and Inspection Procedures. Please discard Corporate Bulletin Number 05-03-08-002B (Section 03 - Suspension). This bulletin is intended to help identify the severity of shock absorber and strut fluid seepage. Improper diagnosis may lead to components being replaced that are within the manufacturer's specification. Shock absorbers and strut assemblies are fluid-filled components and will normally exhibit some seepage. Seepage is defined as oil film or dust accumulation on the exterior of the shock housing. Shock absorbers and struts are not to be replaced under warranty for seepage. Use the following information to determine if the condition is normal acceptable seepage or a defective component. Important Electronically controlled shock absorbers (MR) may have a tendency to attract dust to this oil film. Often this film and dust can be wiped off and will not return until similar mileage is accumulated again. Inspection Procedure Note The shock absorber or strut assembly DOES NOT have to be removed from the vehicle to perform the following inspection procedure. Use the following descriptions and graphics to determine the serviceability of the component. Shock Absorbers Do Not Replace shock absorbers displaying condition 1 or 2 levels of seepage. 1. Oil or fluid residue only on the bottom or top of the shock absorber and not originating from the shaft seal (the upper part of the lower shock tube). 2. Light film/residue on approximately 1/3 (a) or less of the lower shock tube (A) and originating from the shaft seal. Replace shock absorbers displaying conditions 3 and 4 levels of leaks. 3. Oil drip or trail down the lower shock tube and originating from the shaft seal. 4. An extreme wet film of oil covering more than 1/3 (b) of the lower shock tube and originating from the shaft seal. Coil-over Shock Absorber Page 5637 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 7419 1.5. The spring seat (5) 1.6. The dust seal (4) 1.7. The strut mount (3) 2. Mount the strut assembly into the J 34013-B using the J 34013-88. 3. Identify the orientation of the spring seat (1), the strut mount (3), then compress the coil spring. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the strut rod piston nut and hold the strut rod, at the top, from turning. ^ Tighten the strut rod piston nut (2) to 75 Nm (55 ft. lbs.). 5. Install the dust cap (1). 6. Release the compressed coil spring (10). Page 2343 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Disabling Air Bag(s) Arming and Disarming: Service and Repair Disabling IMPORTANT: Refer to SIR Service Precautions. 1. Turn the steering wheel so that the vehicle's wheels are pointing straight ahead. 2. Turn OFF the ignition. 3. Remove the key from the ignition switch. 4. Remove the LH I/P wiring harness junction block access panel 5. Remove the AIR BAG Fuse from the LH I/P wiring harness junction block. IMPORTANT: With the AIR BAG Fuse removed and the ignition ON, the AIR BAG warning lamp illuminates. This is a normal operation and does not indicate an SIR system malfunction. 6. Remove the Connector Position Assurance (CPA) (2) from the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 7. Disconnect the steering wheel module coil connector (1). 8. Remove the RH I/P wiring harness junction block access panel 9. Remove the CPA (2) from the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 10. Disconnect the IP module connector (3). Page 2725 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Diagram Information and Instructions Ambient Light Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 1342 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Service and Repair Antenna Cable: Service and Repair REMOVAL PROCEDURE 1. Remove the radio. 2. Remove the instrument panel storage compartment 3. Remove the antenna extension cable retainers (2) from the instrument panel (1). 4. Remove the right side carpet retainer. 5. Pull back the carpet in order to gain access to the antenna extension cable (2). 6. Disconnect the antenna extension cable (2) from the main body harness (1). 7. Remove the antenna extension cable (2) from the vehicle. INSTALLATION PROCEDURE Page 1125 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 10273 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 2490 7. Remove the low coolant switch from the tank. Installation Procedure 1. Install the low coolant switch to the tank. 2. Place the surge tank in the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the surge tank bolt. Tighten the bolt to 10 Nm (89 inch lbs.). 4. Connect the coolant return hose. 5. Connect the coolant hoses to the surge tank. 6. Using the J38185, reposition and install the hose clamps at the surge tank. 7. Connect the low coolant switch electrical connector. 8. Fill the cooling system at the radiator surge tank. Page 9979 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Specifications Clutch Fluid: Specifications Hydraulic Clutch System Hydraulic Clutch Fluid (GM Part No. 12345347 or equivalent DOT-3 brake fluid). Locations Locations View Spark Plug Inspection Spark Plug: Service and Repair Spark Plug Inspection SPARK PLUG USAGE ^ Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to Ignition System Specifications for the correct spark plug. ^ Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following conditions: Spark plug fouling-Colder plug - Pre-ignition causing spark plug and/or engine damage-Hotter plug SPARK PLUG INSPECTION ^ Inspect the terminal post (1) for damage. Inspect for a bent or broken terminal post (1). - Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should NOT move. ^ Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following conditions: Inspect the spark plug boot for damage. - Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A spark plug boot that is saturated causes arcing to ground. Disabling Air Bag(s) Arming and Disarming: Service and Repair Disabling IMPORTANT: Refer to SIR Service Precautions. 1. Turn the steering wheel so that the vehicle's wheels are pointing straight ahead. 2. Turn OFF the ignition. 3. Remove the key from the ignition switch. 4. Remove the LH I/P wiring harness junction block access panel 5. Remove the AIR BAG Fuse from the LH I/P wiring harness junction block. IMPORTANT: With the AIR BAG Fuse removed and the ignition ON, the AIR BAG warning lamp illuminates. This is a normal operation and does not indicate an SIR system malfunction. 6. Remove the Connector Position Assurance (CPA) (2) from the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 7. Disconnect the steering wheel module coil connector (1). 8. Remove the RH I/P wiring harness junction block access panel 9. Remove the CPA (2) from the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 10. Disconnect the IP module connector (3). OnStar(R) - Incorrect GPS Position Reported During Call Navigation System: All Technical Service Bulletins OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 10861 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 5241 Knock Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Disconnect the wiring harness connector from the knock sensor. 4. Remove the knock sensor from the engine block. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory and applying additional sealant affects the sensor's ability to detect detonation. 1. Install the knock sensor into engine block. Tighten Tighten the knock sensor to 19 N.m (14 lb ft). 2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. Page 10298 Electrical Symbols Part 2 Page 10632 Equivalents - Decimal And Metric Part 1 Page 7126 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Underhood Electrical Center or Junction Block Replacement Fuse Block: Service and Repair Underhood Electrical Center or Junction Block Replacement REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the air cleaner assembly. 3. Remove the nut retaining the positive battery cable lead to the underhood electrical center, then reposition the cable lead away from the electrical center. 4. Remove the electrical center cover. 5. Remove all of the fuses and the relays. 6. Reach under the front of the electrical center and press up on the relief in order to release the retainer tab. 7. While pressing up, slide the electrical center forward. Page 2817 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 6199 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 9399 1. Install the latch striker (2) to the seat back frame (3). 2. Install the rivets (1) to the latch striker (2). Use a rivet gun to attach the latch striker (2) to the seat back frame (3). 3. Adjust the seat back cover and the pad to the desired appearance. Refer to Seat Back Cover and Pad - Rear Split Folding. 4. Install the rear seat back. Seat Back Pad Replacement - Rear Seat Back Pad Replacement - Rear Removal Procedure 1. Remove the rear seat cushion. 2. Remove the stationary rear seat back. 3. Remove the hog rings retainer from seat back rear cover carpet. 4. Remove the seat back rear cover carpet from the rear seat back. 5. Remove the hog ring retainers from the seat back frame tabs. Important: The hook and loop strips retain the seat back cover to the seat back pad. First remove the cover from the lower edge of the seat back pad. Then roll the cover up and off the upper edge. 6. Remove the seat back cover from the seat back pad. Installation Procedure 1. Install the seat back cover to the seat back pad. 2. Install the hog ring retainers to the seat back frame tabs. 3. Use firm hand pressure in order to fasten the hook and loop retainers, securing the rear seat back covers to the pad. 4. Install the seat back rear cover carpet to the seat back. 5. Install the hog ring retainers to the seat back rear cover carpet. 6. Install the stationary rear seat back. 7. Install the rear seat cushion. Seat Back Replacement - Front Seat Back Replacement - Front Removal Procedure 1. Remove the front bucket seat. 2. Position the seat back to the most forward position. Page 4472 Locations View Page 6568 9. Remove the caliper mounting bolts. It may be necessary to use a wrench in order to hold the brake caliper pin from rotating. 10. Remove the 2 guide pins and the guide pin boots from the caliper bracket (1). 11. Inspect the guide pins and bores for corrosion. 12. Inspect the boots for cuts or nicks. Important: Do not attempt to polish away corrosion. 13. If damage to the guide pin boots, the guide pins, or the bores are found, replace the damaged component with new parts when installing the caliper. Installation Procedure 1. Lubricate the caliper pins and the boots with GM P/N 18010908 high temperature silicone brake lubricant or equivalent. Page 3194 Electrical Symbols Part 2 Page 945 Oxygen Sensor: Connector Views Heated Oxygen Sensor (HO2S) 1 Heated Oxygen Sensor (HO2S) 2 Page 562 Conversion - English/Metric Page 235 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 10683 Various symbols are used in order to describe different service operations. Page 1771 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Page 5824 5. Place the transmission control shifter assembly in the N (Neutral) notch in the detent plate. 6. Loosen the park/neutral position switch attaching bolts. 7. Rotate the switch on the shifter assembly in order to align the service adjustment hole with the carrier tang hole. 8. Insert a 2.34 mm (3/32 inch) maximum diameter gauge pin to a depth of 9.0 mm (9/64 inch). - Tighten the bolts to 24 Nm (18 ft. lbs.). CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure IMPORTANT: For additional diagnostic information, refer to DTC P1336. 1. Install a scan tool. 2. With a scan tool, monitor the powertrain control module for DTCs. If other DTCs are set, except DTC P1336, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 3. With a scan tool, select the crankshaft position (CKP) variation learn procedure. 4. Observe the fuel cut-off for the engine that you are performing the learn procedure on. 5. The scan tool instructs you to perform the following: ^ Block the drive wheels. ^ Apply the vehicles parking brake. ^ Cycle the ignition from OFF to ON. ^ Apply and hold the brake pedal. ^ Start and idle the engine. ^ Turn OFF the A/C. ^ Place the vehicle's automatic transmission in Park, or the manual transmission in Neutral. ^ The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity - If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) sensor activity - If there is a CMP sensor condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT) - If the ECT is not warm enough, idle the engine until the ECT reaches the correct temperature. 6. With the scan tool, enable the CKP system variation learn procedure. IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 7. Slowly increase the engine speed to the RPM that you observed. 8. Immediately release the throttle when fuel cut-off is reached. 9. The scan tool displays Learn Status: Learned this ignition. If the scan tool does NOT display this message and no additional DTCs set, refer to Symptoms - Engine. If a DTC set, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 10. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON Wheels: Customer Interest Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON TECHNICAL Bulletin No.: 08-03-10-006C Date: April 27, 2010 Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat) Models: 2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-03-10-006B (Section 03 - Suspension). Condition Some customers may comment on a tire that slowly loses air pressure over a period of days or weeks. Cause Abrasive elements in the environment may intrude between the tire and wheel at the bead seat. There is always some relative motion between the tire and wheel (when the vehicle is driven) and this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear continues, there may also be intrusion at the tire/wheel interface by corrosive media from the environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be visible until the tire is dismounted from the wheel. Notice This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Correction In most cases, this type of air loss can be corrected by following the procedure below. Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to repair the wheel with the procedure below. Notice The repair is no longer advised or applicable for chromed aluminum wheels. 1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to be around the bead seat of the wheel, dismount the tire to examine the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat Corrosion Page 3308 Electrical Symbols Part 2 Page 5327 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 100 Electronic Brake Control Module: Service and Repair Electronic Brake Control Module (EBCM) Replacement Removal Procedure Notice: To prevent equipment damage, never connect or disconnect the wiring harness connection from the EBCM with the ignition switch in the ON position. 1. Raise and support the vehicle on a suitable hoist. Refer to Vehicle Lifting. 2. Remove the left engine splash shield. 3. Remove the Connector Position Assurance (CPA) (2) from the connector lock tab (1). 4. Push the lock tab (1) down and then move the sliding connector cover to the open position. 5. Disconnect the EBCM harness connector (2) from the EBCM (1). 6. Brush off any dirt or debris that has accumulated on the EBCM/BPMV assembly. Page 277 Locations View The fuel pump relay is located in underhood fuse block. The underhood fuse block is located left side of the engine compartment. Page 1262 For vehicles repaired under warranty, use the table. Disclaimer Page 6659 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 4968 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 5913 Transmission Cooler: Specifications Cooler Pipes at Case ........................................................................................................................... ..................................................... 8 Nm (71 inch lbs.) Cooler Pipes at Radiator ................................ ................................................................................................................................ 20-40 Nm (15-30 ft. lbs.) Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 11005 Electrical Symbols Part 3 A/T - Fluid Pan Magnet Upgrade Fluid Pan: Technical Service Bulletins A/T - Fluid Pan Magnet Upgrade INFORMATION Bulletin No.: 08-07-30-040B Date: May 05, 2009 Subject: Information on Normal Maintenance or Warranty Service for 4T40, 4T45, 4T65, 4L60 Automatic Transmission Oil Pan Magnet Upgrade Models: 2002-2009 GM Passenger Cars and Light Duty Trucks Equipped With the Following Transmissions: 4T40-E or 4T45 HYDRA-MATIC(R) Automatic Transmission (RPOs MN4, MN5, ME7) 4T65 Transmission (RPO M15 and MN7) 4L60 Transmission and Derivatives (RPO M30 is 4L60, M32 is 4L65, M70 is 4L70) Attention: Do not remove the transmission oil pan unless normal maintenance or diagnosis of a customer concern requires it. .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to add 4T65 and 4L60 transmissions. Please discard Corporate Bulletin Number 08-07-30-040A (Section 07 - Transmission/Transaxle). .............................................................................................................................................................. .................................................................................. A new transmission oil pan magnet, P/N 29535617, was released for service. The current square transmission oil pan magnet may become saturated with normal ferrous sediment and the Pressure Control Solenoid (PCS) is now collecting ferrous sediment, making it vary from design. For a given current the PCS electromagnet is stronger, causing the line pressure to be less than needed. When checking PCS line pressure (refer to Line Pressure Check in SI) and it shows that the line pressure is lower than required (refer to Current-Amps/Line Pressure Chart in SI), for a given current at the PCS or the transmission oil pan was removed (for either normal maintenance or warranty service), only then should the transmission oil pan magnet be upgraded. 1. Remove and discard the original square transmission oil pan magnet and install a new one in the current location (See graphics below for the correct application). 2. Install the second new transmission oil pan magnet in the following location as shown in the illustration. 4T40 & 4T45 4T65E Page 7585 Wheels: Specifications Maximum Radial Runout Aluminum Wheels 0.030 in. Steel Wheels 0.040 in. Maximum Lateral Runout Aluminum Wheels 0.030 in. Steel Wheels 0.045 in. Page 2589 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Body - Water Leaks to Interior/Trunk Sunroof / Moonroof Weatherstrip: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 3813 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 2992 Locations View CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure IMPORTANT: For additional diagnostic information, refer to DTC P1336. 1. Install a scan tool. 2. With a scan tool, monitor the powertrain control module for DTCs. If other DTCs are set, except DTC P1336, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 3. With a scan tool, select the crankshaft position (CKP) variation learn procedure. 4. Observe the fuel cut-off for the engine that you are performing the learn procedure on. 5. The scan tool instructs you to perform the following: ^ Block the drive wheels. ^ Apply the vehicles parking brake. ^ Cycle the ignition from OFF to ON. ^ Apply and hold the brake pedal. ^ Start and idle the engine. ^ Turn OFF the A/C. ^ Place the vehicle's automatic transmission in Park, or the manual transmission in Neutral. ^ The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity - If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) sensor activity - If there is a CMP sensor condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT) - If the ECT is not warm enough, idle the engine until the ECT reaches the correct temperature. 6. With the scan tool, enable the CKP system variation learn procedure. IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 7. Slowly increase the engine speed to the RPM that you observed. 8. Immediately release the throttle when fuel cut-off is reached. 9. The scan tool displays Learn Status: Learned this ignition. If the scan tool does NOT display this message and no additional DTCs set, refer to Symptoms - Engine. If a DTC set, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 10. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. Page 4316 Throttle Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 10113 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 4388 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 7395 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 9751 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 5228 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 3968 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 2370 11. Coat the crankshaft and the camshaft sprocket with engine oil. Tighten the camshaft sprocket bolt to 140 Nm (103 ft. lbs.). 12. Install the engine front cover. Page 9420 Seat Cover: Technical Service Bulletins Interior - Elimination Of Unwanted Odors INFORMATION Bulletin No.: 00-00-89-027E Date: September 29, 2008 Subject: Eliminating Unwanted Odors in Vehicles Models: 2009 and Prior GM Passenger Cars and Trucks (including Saturn) 2009 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and refine the instructions. Please discard Corporate Bulletin Number 00-00-89-027D (Section 00 - General Information). Vehicle Odor Elimination General Motors offers a product that may control or eliminate odors in the interior and luggage compartment areas of GM vehicles. GM Vehicle Care Odor Eliminator is a non-toxic, biodegradable odor remover. This odorless product has been shown to greatly reduce or remove objectionable smells of mold and mildew resulting from vehicle water leaks (as well as customer created odors, i.e. smoke). You may use GM Vehicle Care Odor Eliminator on fabrics, vinyl, leather, carpet and sound deadening materials. It may also be induced into HVAC modules and instrument panel ducts (for the control of non-bacterial related odors). Important: This product leaves no residual scent and should not be sold as or considered an air freshener. Product action may result in the permanent elimination of an odor and may be preferable to customers with allergies who are sensitive to perfumes. How to Use This Product GM Vehicle Care Odor Eliminator may be sprayed on in a ready-to-use formula or used in steam cleaners as an additive with carpet shampoo. This water-based, odorless product is safe for all vehicle interiors. Do not wet or soak any interior surface that plain water would cause to deteriorate, as this product will have the same effect. Also avoid letting this product come into contact with vinegar or any acidic substance. Acid-based products will hamper the effectiveness of, or render GM Vehicle Care Odor Eliminator inert. Note: Complete eight page treatment sheets are enclosed within each case of GM Vehicle Care Odor Eliminator. These treatment instructions range from simple vehicle odor elimination to full step by step procedures for odor removal from water leaks. If lost, contact 800-977-4145 to get a replacement set faxed or e-mailed to your dealership. Instructions and cautions are printed on the bottle, but additional help is available. If you encounter a difficult to eliminate or reoccurring odor, you may call 1-800-955-8591 (in Canada, 1-800-977-4145) to obtain additional information and usage suggestions. Important: This product may effectively remove odors when directly contacting the odor source. It should be used in conjunction with diagnostic procedures (in cases such as a water leak) to first eliminate the root cause of the odor, and then the residual odor to permanently correct the vehicle condition. Vehicle Waterleak Odor Elimination STEP ONE: Confirm that all water leaks have been repaired. Determine what areas of the vehicle were water soaked or wet. Components with visible mold/mildew staining should be replaced. Isolate the odor source inside the vehicle. Often an odor can be isolated to an area or component of the vehicle interior by careful evaluation. Odor evaluation may need to be performed by multiple persons. Another method of isolating an odor source is to remove and segregate interior trim and components. Plastic sheeting or drop cloths can be used to confine seats, headliners, etc. to assist in evaluation and diagnoses. If appropriate the vehicle and interior trim should be evaluated separately to determine if the odor stays with the vehicle or the interior components. Odors that stay with the vehicle may be isolated to insulating and sound deadening materials (i.e. water leak at the windshield or standing water in the front foot well area caused mold/mildew to form on the bulkhead or kick panel sound deadening pads. If the interior is removed the floor pan and primed/painted surfaces should be treated with bleach/soap solution, rinsed with clean water and dried. Interior surfaces should then be treated with GM Vehicle Care Odor Eliminator product before reinstalling carpet or reassembling. Page 9377 Power Seat Motor: Testing and Inspection For further information regarding the diagnosis of this component and the system that it is a part of, please refer to Seats Testing and Inspection. Specifications Refrigerant System Capacities Page 1976 Piston: Specifications PISTON Diameter-Gaged on the skirt 12 mm (0.47 inch) below the centerline of the piston pin bore ....................................................................................................... 88.981 - 89.009 mm (3.5029 3.5040 in) Clearance ........................................................................................................................... ..................................... 0.07 - 0.053 mm (0.0013 - 0.0027 in) Pin Bore ............................................................................................................................................................ 23.006 - 23.013 mm (0.9057 - 0.9060 in) PISTON RING Top Groove Side Clearance ...................................................................................................................................... 0.04 - 0.086 mm (0.002 - 0.0033 in) Second Groove Side Clearance ................................................................................................................................... 0.04 - 0.09 mm (0.002 - 0.0035 in) Top Ring Gap ............................................................................................................................................................ 0.15 - 0.36 mm (0.006 - 0.014 inch) Second Ring Gap .................................................................................................................................................... 0.5 0.71 mm (0.0197 - 0.0280 inch) Oil Ring Groove Clearance ................................................................................................................................................... 0.046 - 0.201 mm (0.008 in) Gap with segment at 89.0 mm 3.50 inch ....................................................................................................................... 0.25 - 1.27 mm (0.0098 - 0.05 in) PISTON PIN Diameter ....................................................................................................................................................... 22.9915 - 22.9964 mm (0.9052 - 0.9054 in) Clearance In Piston ........................................................................................................................................... 0.0096 0.0215 mm (0.0004 - 0.0008 in) Fit In Rod .......................................................................................... ............................................................................................ (-0.0469) - (0.017) mm (Press fit) (0.0006 -0.0018 in) Page 10568 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 4309 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. OnStar(R) - Cellular Antenna Replacement Parts Antenna, Navigation: All Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. Page 4685 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 6166 For vehicles repaired under warranty, use the table. Disclaimer Page 4945 Electrical Symbols Part 2 Body - Water Leaks to Interior/Trunk Sunroof / Moonroof Weatherstrip: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Park/Neutral Position (PNP) Switch, C1 Page 9405 2. Remove the seat back pad from the seat back frame. Installation Procedure 1. Install the seat back pad to the seat back frame. 2. Install the seat back cover. Seat Back Frame Replacement - Front Seat Back Frame Replacement - Front Removal Procedure Page 2712 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Specifications Fluid Pressure Sensor/Switch: Specifications TFP Switch, Valve Body, Channel Plate-M6 x 1.0 x 51.0 (Qty 3) ........................................................ ......................................................................................................................................... 12 Nm (106 inch lbs.) TFP Switch, Valve Body, Channel Plate-M6 x 1.0 x 63.0 (Qty 1) ........................................ ......................................................................................................................................................... 12 Nm (106 inch lbs.) TFP Switch, Valve Body, Channel Plate to Case-M6 x 1.0 x 90.0 (Qty 2) ............ .............................................................................................................................................................. ....................... 12 Nm (106 inch lbs.) Pressure Switch Assembly Bolts ......................................................................................................................................................... 12 Nm (106 inch lbs.) Page 4005 Engine Control Module: Service and Repair Service Programming System (SPS) The Service Programming System (SPS) allows a technician to program a control module through the data link connector (DLC). The information transfer circuit that is used at the DLC is the same serial data circuit used by the scan tool for retrieving diagnostic trouble codes (DTCs), displaying data, clearing DTCs, etc. This procedure offers the ability to install software/calibrations matched to a particular vehicle. Most control modules have 2 types of memory. The software/calibrations reside in the flash memory. The two types of memory are listed below: ^ Electrically Erasable Programmable Read Only Memory (EEPROM) This type of memory allows selected portions of memory to be programmed while other portions remain unchanged. Certain learned values reside in the EEPROM, such as: ^ The Vehicle Identification Number (VIN) ^ The crankshaft variation learned position ^ The software/calibrations identification numbers ^ The control module security information ^ Flash Read Only Memory - Flash Memory Flash memory has increased memory storage capacity. During programming, all information within this type of memory is erased, and then replaced with entirely new information. Service Programming Methods The 4 methods of programming a control module and the proper tools for each method are as follows: ^ Remote Programming: The Tech 2 or other scan tool, Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software - The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is installed in the vehicle ^ Pass Thru Programming: The Tech 2 or other scan tool, Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software - The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is installed in the vehicle. ^ Off-Board Remote Programming, vehicle NOT available: The Tech 2 or other scan tool, Off-board Programming Adapter (OBPA), Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software-The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is NOT installed in a vehicle. ^ Off-Board Pass Thru Programming The Tech 2 or other scan tool, off-board programming adapter (OBPA), Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software-The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is NOT installed in a vehicle Before Programming a Control Module IMPORTANT: DO NOT program an existing control module with the identical software/calibration package. This procedure is not a short cut to correct a driveability condition. This is an ineffective repair. A control module should only be programmed when the following occurs: ^ When a service procedure instructs you to replace the control module. The service part control module does not contain operating software or calibrations. ^ General Motors Corporation releases an updated software/calibration package. Ensure that the following conditions are met before programming a control module: ^ Vehicle system voltage: There are no charging system concerns. All charging system concerns must be repaired before programming a control module. - The battery voltage is greater than 12 volts but less than 16 volts. The battery must be fully charged before programming the control module. - A battery charger is NOT connected to the vehicles battery. Incorrect system voltage or voltage fluctuations from a battery charger may cause programming failure or control module damage. - Turn OFF or disable any system that may put a load on the vehicles battery. Turn OFF or disable systems such as: ^ Daytime Running Lights (DRL). Applying the parking brake, on most vehicles, disables the DRL system. ^ Heating, Ventilation, And Air Conditioning (HVAC) systems ^ Engine cooling fans, etc. ^ The ignition switch is in the proper position. The scan tool prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure unless instructed to do so. ^ All tool connections are secure: The RS-232 cable - The connection at the DLC - The voltage supply circuits - The OBPA ^ DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. Page 3989 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Removal (V5 - Direct Mount) Compressor Control Valve Assembly: Service and Repair Removal (V5 - Direct Mount) TOOLS REQUIRED J 41790 Compressor Holding Fixture 1. Install the compressor onto the J 41790. 2. Remove the compressor control valve retaining ring using internal snap ring pliers. 3. Remove the compressor control valve from the compressor. Page 6852 Underhood Fuse Block (Part 2) Page 5987 Left Side Control Valve Body Assembly Page 4249 Oxygen Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 7641 Air Door Actuator / Motor: Service and Repair Mode Actuator Replacement REMOVAL PROCEDURE 1. Remove the IP carrier. 2. Disconnect the yellow vacuum hose (1) and red vacuum hose (2) from the mode actuator. Note the location of the hoses. 3. Remove the recirculation actuator. 3.1. Lift the actuator lock tab. 3.2. Slide off the actuator. Page 5183 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3281 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Tire Monitor System - TPM Sensor Information Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Diagram Information and Instructions Fuel Pump Relay: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 5954 Transmission Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the electrical connector at the vehicle speed sensor. 3. Remove the retaining stud and the sensor. Pull straight out in order to avoid damage to the case. Installation Procedure 1. Clean and dry the vehicle speed sensor. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the vehicle speed sensor and the retaining bolt. - Tighten the stud to 12 Nm (97 inch lbs.). 3. Install the electrical connector at the sensor. 4. Remove the safety stands. 5. Lower the vehicle. Page 2453 Water Pump: Service and Repair Water Pump Replacement Removal Procedure 1. Drain the cooling system. 2. Loosen the water pump pulley bolts. 3. Remove the drive belt. 4. Remove the water pump pulley bolts and pulley. 5. Remove the water pump bolts, pump and gasket. 6. Clean the water pump mating surfaces. Installation Procedure 1. Install the water pump gasket and pump (1). Page 7322 Cross-Member: Service and Repair Rear Support Replacement Removal Procedure 1. Raise the vehicle and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and the wheel. 3. Remove the parking brake cables from the suspension support (1). 4. Remove the stabilizer shaft from the support (1). 5. Disconnect the electrical connections from the wheel speed sensors. 6. Remove the ABS electrical harness from the lateral links. 7. Remove the lateral links. 8. Remove the bolt from the vapor canister. 9. Remove the wheel speed sensor wiring harness from the rear support. Important: Support the rear suspension support with jack stands before removing the mounting bolts. 10. Remove the rear suspension mounting bolts (5,8,10,11). 11. Remove the rear suspension support. Installation Procedure Page 5021 Electrical Symbols Part 2 Page 10078 Ambient Light Sensor: Service and Repair REMOVAL PROCEDURE 1. Pull back the Instrument Panel (IP) carrier far enough to gain access to the ambient light sensor (2). 2. Rotate the ambient light sensor a 1/4-turn to release the sensor from the defrost duct (1). 3. Disconnect the electrical connector (3) from the ambient light sensor (2). 4. Remove the ambient light sensor (2). INSTALLATION PROCEDURE 1. Connect the electrical connector (3) to the ambient light sensor (2). 2. Install the ambient light sensor (2) to the defrost duct (1), then rotate a 1/4 - turn to secure the sensor. 3. Push back the IP carrier to the original position. Page 4119 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Navigation System - Replacement Navigation Discs Navigation System: All Technical Service Bulletins Navigation System - Replacement Navigation Discs Bulletin No.: 07-08-44-007 Date: April 17, 2007 INFORMATION Subject: Information on Obtaining Replacement Navigation Discs When Radios are Exchanged Order Replacement Navigation Disc Through Navigation Disc Center Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X with a Navigation Radio Attention: The purpose of this bulletin is to inform dealership personnel of a new procedure for obtaining a replacement navigation disc for radios that are sent to an ESC for exchange. This bulletin applies to U.S. and Canadian dealers only and is not intended for use by export dealers. When a navigation radio warranty exchange is performed, the customer must have a navigation disc to operate the new radio. If the customer's navigation disc was damaged or is stuck in the failed radio, the customer would have to wait for an excessive period of time for the disc to be returned or replaced. The Electronic Service Centers (ESC) are not authorized to remove stuck navigation discs from cores, as the cores must be returned to the supplier for analysis prior to any disassembly. The time it would take for the supplier to return the navigation disc would significantly delay the completion of the repair at the dealership. If the customer's navigation disc is damaged or cannot be removed from the radio, the dealership is to obtain an exchange radio through an ESC and a new navigation disc through the GM Navigation Disc Center. Both items can be shipped overnight to the dealership upon request. GM Navigation Disc Center Contact Information Via the web through gmnavdisc.com The GM Navigation Disc Center is also the center of expertise for navigation system questions. Warranty Information Include the part number and cost of the new navigation disc on the warranty claim for the navigation radio exchange. Disclaimer Page 5285 Service and Repair Rear Door Window Regulator: Service and Repair Window Regulator Replacement - Rear Door Removal Procedure 1. Remove the rear door water deflector. 2. Remove the rear window. 3. Disconnect the rear window regulator motor electrical connector. 4. Remove the rear window regulator bolts (1). 5. Remove the rear window regulator from the door. Installation Procedure 1. Position the rear window regulator in the rear door. Notice: Refer to Fastener Notice in Service Precautions. Page 2469 Processes shown in the Table 3 are capable of recycling waste engine coolants (DEX-COOL(R) or conventional) to a conventional (green) coolant. Recycling conventional coolant can be accomplished at your facility by a technician using approved EQUIPMENT (listed by model number in Table 3), or by an approved coolant recycling SERVICE which may recycle the coolant at your facility or at an offsite operation. Refer to the table for GM approved coolant recyclers in either of these two categories. Should you decide to recycle the coolant yourself, strict adherence to the operating procedures is imperative. Use ONLY the inhibitor chemicals supplied by the respective (GM approved) recycling equipment manufacturer. Sealing Tablets Cooling System Sealing Tablets (Seal Tabs) should not be used as a regular maintenance item after servicing an engine cooling system. Discoloration of coolant can occur if too many seal tabs have been inserted into the cooling system. This can occur if seal tabs are repeatedly used over the service life of a vehicle. Where appropriate, seal tabs may be used if diagnostics fail to repair a small leak in the cooling system. When a condition appears in which seal tabs may be recommended, a specific bulletin will be released describing their proper usage. Water Quality The integrity of the coolant is dependent upon the quality of DEX-COOL(R) and water. DEX-COOL(R) is a product that has enhanced protection capability as well as an extended service interval. These enhanced properties may be jeopardized by combining DEX-COOL(R) with poor quality water. If you suspect the water in your area of being poor quality, it is recommended you use distilled or de-ionized water with DEX-COOL(R). "Pink" DEX-COOL(R) DEX-COOL(R) is orange in color to distinguish it from other coolants. Due to inconsistencies in the mixing of the dyes used with DEX-COOL(R), some batches may appear pink after time. The color shift from orange to pink does not affect the integrity of the coolant, and still maintains the 5 yr/150,000 mile (240,000 km) service interval. Back Service Only use DEX-COOL(R) if the vehicle was originally equipped with DEX-COOL(R). Page 9109 What if I input the VIN incorrectly? If an incorrect VIN is entered into the system (meaning that the system does not recognize the VIN or that the VIN has been entered incorrectly) the system will return an error message. If I am an authorized user for the KeyCode application, can I access the application from home? Yes. What if I suspect key code misuse? Your dealership should communicate the proper procedures for requesting key codes. Any suspicious activity either within the dealership or externally should be reported to Dealer Systems Support at 1-800-265-0573 or GM of Canada Key Code Inquiry Desk at 1-905-644-4892. Whose key codes can I access through the system? At this time the following Canadian vehicle codes are available through the system: Chevrolet, Cadillac, Buick, Pontiac, GMC, HUMMER (H2 and H3 only), Oldsmobile, Saturn, Saab and Isuzu (up to 2002 model year) for a maximum of 17 model years. What should I do if I enter a valid VIN and the system does not produce any key code information? Occasionally, the KeyCode Look Up application may not produce a key code for a valid VIN. This may be the result of new vehicle information not yet available. In addition, older vehicle information may have been sent to an archive status. If you do not receive a key code returned for valid VIN, you should contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. How do I access KeyCodes if the KeyCode Look-up system is down? If the KeyCode Look-up system is temporarily unavailable, you can contact the original selling dealer who may have it on file or contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the customer is dealing with an emergency lock-out situation, you need to have the customer contact Roadside assistance, OnStar if subscribed, or 911. What should I do if the KeyCode from the look-up system does not work on the vehicle? On occasion a dealer may encounter a KeyCode that will not work on the vehicle in question. In cases where the KeyCode won't work you will need to verify with the manufacturer of the cutting equipment that the key has been cut correctly. If the key has been cut correctly you may be able to verify the proper KeyCode was given through the original selling dealer. When unable to verify the KeyCode through the original selling dealer contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the key has been cut correctly and the code given does not work, the lock cylinder may have been changed. In these situations following the proper SI document for recoding a key or replacing the lock cylinder may be necessary. How long do I have to keep KeyCode Records? Dealership KeyCode documentation must be retained for two years. Can I get a KeyCode changed in the Look-Up system? Yes, KeyCodes can be changed in the Look-Up system if a lock cylinder has been changed. Contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. What information do I need before I can provide a driver of a company fleet vehicle Keys or KeyCode information? The dealership should have a copy of the individual's driver's license, proof of employment and registration. If there is any question as to the customer's employment by the fleet company, the dealer should attempt to contact the fleet company for verification. If there is not enough information to determine ownership and employment, this information should not be provided. How do I document a request from an Independent Repair facility for a KeyCode or Key? The independent must provide a copy of their driver's license, proof of employment and signed copy of the repair order for that repair facility. The repair order must include customer's name, address, VIN, city, province and license plate number. Copies of this information must be included in your dealer KeyCode file. Page 2052 Drive Belt Tensioner: Service and Repair Drive Belt Tensioner Replacement ^ Tools Required J 39914 Drive Belt Tension Wrench Removal Procedure 1. Rotate the drive belt tensioner using the J 39914. 2. Remove the drive belt from the generator pulley. 3. Remove the tensioner bolt. 4. Remove the tensioner. Installation Procedure Page 1201 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 9836 Steps 6-17 Page 4422 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 9989 Conversion - English/Metric Page 9854 Electrical Symbols Part 3 Page 7750 A/C Compressor Clutch - HVAC Systems - Manual Page 3753 1. Install the fuel level sensor (1) by sliding the fuel level sensor down the slots on the lower housing. 2. Slide the upper reservoir into the lower reservoir (2) making sure the tabs lock. 3. Connect the 2 wires into the connector and lock the connector with the retaining clip. 4. Connect the fuel pump and fuel level sensor electrical connector and lock the connector with the retaining clip. 5. Install the fuel sender assembly. Page 10054 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 4893 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 7832 7. Install a NEW seal washer on the condenser tube. NOTE: Refer to Fastener Notice in Service Precautions. 8. Install the evaporator hose assembly to the condenser. Install the evaporator hose assembly bolt to the condenser Tighten Tighten the bolt to 25 N.m (18 lb ft). 9. Lower the vehicle. 10. Evacuate and charge the A/C system. Refer to Refrigerant Recovery and Recharging. 11. Leak test the fittings of the component using the J 39400-A. Page 9694 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 3818 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 5003 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 10149 Glove Box Lamp Switch: Service and Repair REMOVAL PROCEDURE 1. Remove the Instrument Panel (IP) compartment from the IP carrier. 2. Disconnect the electrical connector from the IP compartment lamp switch. 3. Use a small flat-bladed tool in order to release the retainers on the IP compartment lamp switch. 4. Remove the IP compartment lamp switch from the IP compartment. 5. Remove the bulb from the lamp switch socket if required. INSTALLATION PROCEDURE 1. Install the bulb into the IP compartment lamp switch socket, if required. 2. Connect the electrical connector to the IP compartment lamp switch. 3. Install the IP compartment lamp switch to the IP compartment. 4. Press the switch into the IP compartment until the retainers are fully seated. 5. Install the IP compartment to the IP carrier. Specifications Oil Pump Drive Shaft: Specifications Oil Pump Drive Clamp Bolt .................................................................................................................. .................................................. 36 Nm (27 ft. lbs.) Left Side of Engine Compartment Locations View Page 6084 Wheel Bearing: Service and Repair Wheel Bearing/Hub Replacement- Front Wheel Bearing/Hub Replacement- Front Removal Procedure 1. Raise the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the wheel drive shaft. 4. Remove the brake rotor. 5. Remove the hub and bearing assembly bolts (5). 6. Remove the hub and bearing assembly (1) from the steering knuckle (2). Installation Procedure 1. Install the hub and bearing assembly (1) to the steering knuckle (2). Notice: Refer to Fastener Notice in Service Precautions. 2. Install the hub and bearing assembly bolts (5). ^ Tighten the hub and bearing assembly bolts to 95 Nm (70 ft. lbs.). 3. Install the brake rotor. 4. Install the wheel drive shaft. 5. Install the tire and wheel assemblies. 6. Check the front wheel alignment. Heated Oxygen Sensor (HO2S) 1 Replacement Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) 1 Replacement TOOLS REQUIRED J 39194-B Oxygen Sensor Socket REMOVAL PROCEDURE (HO2S1) The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Disconnect the electrical connector. 2. Use the J 39194-B in order to carefully back out the heated oxygen sensor. INSTALLATION PROCEDURE (HO2S1) IMPORTANT: A special anti seize compound is used on the heated oxygen sensor threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and if for any reason is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound P/N 5613695, or equivalent if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the heated oxygen sensor. Tighten Tighten the pre-catalytic converter HO2S 1 to 42 N.m (31 lb ft). 3. Connect the electrical connector. Page 818 1. Install the fuel level sensor (1) by sliding the fuel level sensor down the slots on the lower housing. 2. Slide the upper reservoir into the lower reservoir (2) making sure the tabs lock. 3. Connect the 2 wires into the connector and lock the connector with the retaining clip. 4. Connect the fuel pump and fuel level sensor electrical connector and lock the connector with the retaining clip. 5. Install the fuel sender assembly. Page 7777 10. Place a feeler gage between the clutch plate and the clutch rotor. 11. Hold the center screw with a wrench and tighten the hex portion of the J 33013-B body until the air gap between the clutch plate and the clutch rotor is within 0.40-0.50 mm (0.015-0.020 in). Make sure that the air gap is even all around the clutch plate and hub assembly. 12. Remove the J 33013-B. 13. Install the J 33027-A to hold the compressor clutch hub. NOTE: Refer to Fastener Notice in Service Precautions. 14. Install the compressor shaft nut. Tighten Tighten the nut to 18 N.m (13 lb ft). 15. Remove the J 33027-A from the compressor. 16. Spin the pulley rotor by hand in order to ensure that the rotor does not rub against the clutch plate. 17. Install the right front fender liner. 18. Lower the vehicle. 19. Install the drive belt. Page 4230 Steps 1-9 Page 2082 1. Lightly oil the replacement oil filter gasket using clean oil. Install the new oil filter. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the new oil filter. After the oil filter gasket contacts the oil filter mounting surface, tighten the new oil filter to 3/4-1 full turn. 3. Install the engine oil drain plug. Tighten the engine oil drain plug to 25 Nm (18 ft. lbs.). 4. Remove the oil drain pan. 5. Lower the vehicle. 6. Fill the engine using new engine oil. 7. Start the engine. 8. Inspect for oil leaks after engine start up. 9. Turn Off the engine. Allow a few minutes in order to allow for the oil to drain back into the oil pan. 10. Remove the oil level indicator from the oil level indicator tube. 11. Clean Off the indicator end of the oil level indicator using a clean paper towel or a cloth. 12. Install the oil level indicator into the oil level indicator tube until the oil level indicator handle contacts the top of the oil level indicator tube. 13. Remove the oil level indicator from the oil level indicator tube. Keep the tip of the oil level indicator down. 14. Inspect the level of the engine oil on the oil level indicator. 15. If needed, readjust the oil level by adding or draining the engine oil. Page 1608 Engine Oil: Fluid Type Specifications Engine Oil API Classification ................................................................................................................................. ........................................ Look for Starburst Symbol Grade ............................................................... ....................................................................................................... 5W-30 (preferred), 10W-30 if over 0° F Page 9946 Modular Fuel Sender And Fuel Tank Pressure Sensor Page 3089 2. Install the heated oxygen sensor, using a J 39194-B. Tighten Tighten the post catalytic converter HO2S 2 to 42 N.m (31 lb ft). 3. Connect the sensor electrical connector. 4. Lower the vehicle. Page 2110 Oil Pan: Service and Repair Oil Pan Replacement Removal Procedure 1. Disconnect the negative battery cable. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Drain the crankcase. 4. Remove the right front tire and wheel. 5. Remove the right front fender liner. 6. Remove the wheel speed sensor harness from the right suspension support. 7. Remove the right front ball joint, the cotter pin, and the nut. Separate the ball joint from the control arm. 8. Remove lower closeout panel. 9. Remove the A/C compressor bolts and position the compressor aside. 10. Remove the brace that supports the engine to the transmission. 11. Disconnect the oil level sensor. 12. Remove the retainers that secure the brake line to the frame. 13. Remove the transmission mount nuts and bolts. 14. Loosen the left side cradle bolts. 15. Remove the cradle bolts from the right front and the right rear part of the engine. 16. Remove the starter. 17. Remove the oil pan side bolts. 18. Remove the oil pan bolts. 19. Remove the oil pan. 20. Remove the oil pan gasket. 21. Clean the following items: ^ The oil pan flanges ^ The oil pan rail ^ The front cover ^ The rear main bearing cap Page 5130 Camshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 2706 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 402 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Turn OFF the ignition. 2. Drain the coolant below the level of the ECT sensor. Refer to Draining and Filling Cooling System in Cooling System. 3. Disconnect the sensor electrical connector. 4. Carefully remove the ECT sensor. INSTALLATION PROCEDURE NOTE: ^ Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. ^ Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Coat the threads with sealer GM P/N 9985253 or equivalent. NOTE: Refer to Fastener Notice in Service Precautions. 2. Carefully install the ECT sensor. Tighten Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector to the sensor. Pressure Power Steering Line/Hose: Service and Repair Pressure Power Steering Pressure Hose Replacement Removal Procedure 1. Remove the drive belt from the vehicle. 2. Remove the power steering hose retainer nut (1) from the retainer (2). 3. Remove the pressure hose (4) from the power steering pump (1). 4. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 5. Remove the pressure hose (4) from the retainer (6). 6. Remove the pressure hose (4) from the power steering gear (5). 7. Remove the pressure hose (4) from the vehicle. Installation Procedure Page 10104 Electrical Symbols Part 2 Page 6807 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 9016 Cross-Member: Specifications Rear Suspension Support Mounting Bolt 89 ft. lbs. Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Page 4490 Fuel Pressure: Testing and Inspection Fuel System Diagnosis SYSTEM DESCRIPTION When the ignition is turned ON, the powertrain control module (PCM) will turn ON the in-tank fuel pump. The in-tank fuel pump will remain ON as long as the engine is cranking or running and the PCM is receiving ignition reference pulses. If there are no ignition reference pulses, the PCM will turn the in-tank fuel pump OFF 2 seconds after the ignition is turned ON or 2 seconds after the engine stops running. The in-tank fuel pump is an electric pump attached to the fuel sender assembly. The fuel pump is designed to provide fuel at a pressure above the pressure needed by the fuel injectors. A fuel pressure regulator, attached to the fuel rail, keeps the fuel available to the fuel injectors at a regulated pressure. Unused fuel is returned to the fuel tank by a separate fuel return pipe. TEST DESCRIPTION Page 967 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 2807 Fuel Pump Relay: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 151 Underhood Fuse Block (Part 2) Page 4975 Throttle Position Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the air intake duct. 3. Disconnect the TP sensor electrical connector. 4. Remove the 2 TP sensor fasteners. Page 1971 Tighten the bolt to 103 Nm (76 ft. lbs.). 8. Install the flywheel inspection cover. 9. Install the right front fender liner. 10. Install the right tire and wheel. 11. Lower the vehicle. 12. Install the drive belt. 13. Perform the crankshaft position learn variation procedure. Page 8661 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 606 Parts Information Customer Notification General Motors will notify customers of this special policy on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Page 472 Electrical Symbols Part 1 Page 780 Crankshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 8679 Various symbols are used in order to describe different service operations. Page 4120 Various symbols are used in order to describe different service operations. Page 10750 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 2969 1. Install the fuel level sensor (1) by sliding the fuel level sensor down the slots on the lower housing. 2. Slide the upper reservoir into the lower reservoir (2) making sure the tabs lock. 3. Connect the 2 wires into the connector and lock the connector with the retaining clip. 4. Connect the fuel pump and fuel level sensor electrical connector and lock the connector with the retaining clip. 5. Install the fuel sender assembly. Page 1316 Various symbols are used in order to describe different service operations. Page 7995 Inflatable Restraint Sensing And Diagnostic Module: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Air Bag Systems / Testing and Inspection. Page 493 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Locations Throttle Position Sensor: Locations Locations View Page 5550 When Servicing transmissions with the new seal design, use the following precautions: ^ The outer diameter of the pump assembly and case bore must be clean and free of burrs or raised surfaces. Be aware of sharp edges that could damage the seal during installation. ^ The seal should be clean and dry before installation. It does not require lubrication for installation. ^ The seal should be inspected prior to installation for obvious damage. ^ It is preferable to hand-start the seal positioning the seal evenly around the case bore before installing the torque converter housing. ^ The seal can be easily removed by prying it out, typical of a pressed-on seal. ^ The seal may be reused, however a thorough inspection must be performed. Inspect the seal for the following conditions: ^ Distortion of the metal carrier or separation from the rubber seal. ^ A cut, deformed, or damaged seal. ^ Refer to the appropriate unit repair information in SI for seal removal and installation procedures. Parts Interchangeability Information In order to properly service the different designs, it is necessary to correctly identify and select corresponding parts for each level. This table provides a summary of the part usage for the different design levels. Page 10637 Tail Lamp: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Lighting and Horns Diagrams. Page 7742 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 2852 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3629 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3641 Locations View 1. Lubricate the O-ring with clean engine oil. Replace the O-ring if the O-ring is damaged. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the camshaft position sensor. Tighten Tighten the retaining bolt to 8 N.m (71 lb in). 3. Connect the sensor electrical connector. 4. Install the power steering pump. Floor Shift Control Replacement Shifter A/T: Service and Repair Floor Shift Control Replacement Floor Shift Control Replacement Removal Procedure 1. Disconnect the battery negative cable. 2. Remove the automatic transmission control lever handle retainer. 3. Remove the automatic transmission control lever handle. 4. Remove the console. 5. Remove the range select lever cable retainer. 6. Remove the range select lever cable from the automatic transmission shift control. 7. Remove the electrical connector. Page 9962 Electrical Symbols Part 2 Page 4291 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 9699 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 1838 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Page 3746 Engine Control Module: Service and Repair Service Programming System (SPS) The Service Programming System (SPS) allows a technician to program a control module through the data link connector (DLC). The information transfer circuit that is used at the DLC is the same serial data circuit used by the scan tool for retrieving diagnostic trouble codes (DTCs), displaying data, clearing DTCs, etc. This procedure offers the ability to install software/calibrations matched to a particular vehicle. Most control modules have 2 types of memory. The software/calibrations reside in the flash memory. The two types of memory are listed below: ^ Electrically Erasable Programmable Read Only Memory (EEPROM) This type of memory allows selected portions of memory to be programmed while other portions remain unchanged. Certain learned values reside in the EEPROM, such as: ^ The Vehicle Identification Number (VIN) ^ The crankshaft variation learned position ^ The software/calibrations identification numbers ^ The control module security information ^ Flash Read Only Memory - Flash Memory Flash memory has increased memory storage capacity. During programming, all information within this type of memory is erased, and then replaced with entirely new information. Service Programming Methods The 4 methods of programming a control module and the proper tools for each method are as follows: ^ Remote Programming: The Tech 2 or other scan tool, Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software - The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is installed in the vehicle ^ Pass Thru Programming: The Tech 2 or other scan tool, Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software - The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is installed in the vehicle. ^ Off-Board Remote Programming, vehicle NOT available: The Tech 2 or other scan tool, Off-board Programming Adapter (OBPA), Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software-The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is NOT installed in a vehicle. ^ Off-Board Pass Thru Programming The Tech 2 or other scan tool, off-board programming adapter (OBPA), Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software-The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is NOT installed in a vehicle Before Programming a Control Module IMPORTANT: DO NOT program an existing control module with the identical software/calibration package. This procedure is not a short cut to correct a driveability condition. This is an ineffective repair. A control module should only be programmed when the following occurs: ^ When a service procedure instructs you to replace the control module. The service part control module does not contain operating software or calibrations. ^ General Motors Corporation releases an updated software/calibration package. Ensure that the following conditions are met before programming a control module: ^ Vehicle system voltage: There are no charging system concerns. All charging system concerns must be repaired before programming a control module. - The battery voltage is greater than 12 volts but less than 16 volts. The battery must be fully charged before programming the control module. - A battery charger is NOT connected to the vehicles battery. Incorrect system voltage or voltage fluctuations from a battery charger may cause programming failure or control module damage. - Turn OFF or disable any system that may put a load on the vehicles battery. Turn OFF or disable systems such as: ^ Daytime Running Lights (DRL). Applying the parking brake, on most vehicles, disables the DRL system. ^ Heating, Ventilation, And Air Conditioning (HVAC) systems ^ Engine cooling fans, etc. ^ The ignition switch is in the proper position. The scan tool prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure unless instructed to do so. ^ All tool connections are secure: The RS-232 cable - The connection at the DLC - The voltage supply circuits - The OBPA ^ DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. Page 6245 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the transmission side cover. 2. Remove the six bolts from the TFP switch assembly (8, 12, and 16). 3. Remove the TFP switch assembly (13) from the control valve body assembly (18). The seven pressure switch O-rings are reusable and should remain with the TFP switch assembly. Installation Procedure 1. Install the TFP switch assembly (13) to the control valve body assembly (18). The seven pressure switch O-rings are reusable and should remain with the TFP switch assembly. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the six bolts to the TFP switch assembly (8, 12, and 16). - Tighten the bolts to 14 Nm (124 inch lbs.). 3. Install the transmission side cover. Page 3929 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 4554 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 10741 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1500 11. Install the new strainer from kit, P/N 88967293, as shown above until you hear a positive click sound. 12. Double check that the strainer is installed properly and there is no damage to the pot before reinstalling the fuel module. Important: DO NOT reuse the old fuel pump module seal. 13. Remove the old fuel pump module seal from the fuel module. Important: The strainer kit, P/N 88967293, includes two new seals. It is critical that the same design seal be reinstalled that was removed. 14. Install the same design seal from kit, P/N 88967293, that was removed from the fuel pump module. 15. Reinstall the fuel pump module into the fuel tank. Refer to Fuel Pump Module Replacement in SI. Use the appropriate SI Document depending on Page 3070 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 6405 14. Road test the car to verify the repairs. For vehicles repaired under warranty Brake Align(R) Run-Out Correction Plates should be submitted in Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are available through the following suppliers: ^ Dealer Equipment and Service ^ Brake Align(R) LLC Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6856 Fuse Block Left IP, C2 Page 7484 ^ Always inspect and adjust the pressure when the tires are cold. ^ Vehicles that have different pressures for the front and the rear need to be adjusted after tire rotation. Improper tire inflation may result in any or all of the following conditions: ^ Premature tire wear ^ Harsh ride ^ Excessive road noise ^ Poor handling ^ Reduced fuel economy ^ Low Tire Pressure Monitor (TPM) Light ON ^ Low Tire Pressure Message on the Drivers Information Center (DIC) Disclaimer Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 10304 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Procedures Body Control Module: Procedures 1. The Body Control Module (BCM) must be programmed with the proper RPO configurations. The BCM stores the information regarding the vehicle options and if the BCM is not properly configured with the correct RPO codes, the BCM will not control all of the features properly. Ensure that the following conditions exist in order to prepare for BCM programming: ^ The battery is fully charged. ^ The ignition switch is in the ON position. ^ The data link connector (DLC) is accessible. 2. To setup a new BCM, access the SPECIAL FUNCTIONS menu on the scan tool to program the BCM. Select NEW BCM SETUP and follow the instructions on the scan tool. 3. If the BCM fails to accept the program, perform the following steps: ^ Inspect all BCM connections. ^ Verify that the scan tool has the latest software version. Passlock(TM) Learn Procedures IMPORTANT: If any module is replaced, programming the module must be done prior to performing the Passlock(TM) Learn procedure. Perform the Learn Procedure if any of the following components have been replaced: ^ The Passlock(TM) sensor Refer to Programming Theft Deterrent System Components in Theft Deterrent for the proper procedure. ^ The Body Control Module (BCM) ^ The Powertrain Control Module (PCM) Refer to Powertrain Control Module (PCM) Programming in Computers and Control Systems for the proper procedure. IMPORTANT: After programming, perform the following to avoid future misdiagnosis: 1. Turn the ignition OFF for 10 seconds. 2. Connect the scan tool to the data link connector. 3. Turn the ignition ON with the engine OFF. 4. Use the scan tool in order to retrieve History DTCs from all modules. 5. Clear all history DTCs. Page 6773 Various symbols are used in order to describe different service operations. Page 5700 Disclaimer Engine - New Polymer Coated Piston and Rod Assembly Piston Pin: Technical Service Bulletins Engine - New Polymer Coated Piston and Rod Assembly File In Section: 06 - Engine/Propulsion System Bulletin No.: 03-06-01-002 Date: February, 2003 INFORMATION Subject: New Polymer Coated Piston and Rod Assembly Models: 2000-2003 Buick Century 2002-2003 Buick Rendezvous 1996 Chevrolet Lumina APV 1997-2003 Chevrolet Venture 1999-2001 Chevrolet Lumina 1999-2003 Chevrolet Malibu, Monte Carlo 2000-2003 Chevrolet Impala 1996-2003 Oldsmobile Silhouette 1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1996-1999 Pontiac Trans Sport 1999-2003 Pontiac Grand Am 2000-2003 Pontiac Grand Prix, Montana 2001-2003 Pontiac Aztek with 3.1L or 3.4L V-6 Engine (VINs E, J - RPOs LA1, LG8) A new piston and rod assembly has been released for use in the above models. The new piston is Polymer coated and will arrive with the piston rings and connecting rod already assembled to it, but does not contain the connecting rod bearing. Use this new piston assembly any time the need to replace either the piston or connecting rod should arise. The new piston assembly part numbers are shown. Parts are expected to be available from GMSPO February 17, 2003. Disclaimer Page 4858 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2858 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 722 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 10467 For vehicles repaired under the terms of this special policy, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special policy condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12 for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs for the special policy condition are to be submitted prior to or by January 31, 2006 for 1999-2000 vehicles and May 31, 2007 for 2001-2002 vehicles. Repairs must have occurred within 10 years of the date the vehicle was originally placed in service, or 150,000 km (240,000 km), whichever occurs first. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductible), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Disclaimer Service Procedure The following procedure provides instructions for replacing the hazard warning switch located in the instrument panel (I/P). For additional information, refer to the Lighting subsection in the Body and Accessories section of the appropriate Service Manual or SI. Malibu 1. Remove the cover from the left side instrument panel (I/P) wiring harness junction block access panel. Left Front Power Window Switch: Service and Repair Left Front REMOVAL PROCEDURE 1. Using a flat-bladed tool release the power accessory switch plate retainers (1). Push in and lift up on the retainers (1) to remove the switch plate from the door trim panel. 2. Disconnect the electrical connectors (2) from the power window switch. 3. Release the power window switch retainers. Push the window switch out of the switch plate. INSTALLATION PROCEDURE A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Valve Body: All Technical Service Bulletins A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Incorrect Transmission Shifts, Poor Engine Performance, Harsh 1-2 Upshifts, Slips 1st and Reverse, Torque Converter Clutch (TCC) Stuck Off/On, DTCs P0757, P0741, P0742, P0730, P0756 # 02-07-30-013E - (May 20, 2005) Models: 2001-2005 GM Passenger Cars with 4T65-E Automatic Transmission 2001-2005 Buick Rendezvous 2005 Buick Terraza 2001-2004 Chevrolet Venture 2005 Chevrolet Uplander 2001-2004 Oldsmobile Silhouette 2001-2005 Pontiac Aztek, Montana 2005 Saturn Relay with 4T65-F Transmission (RPOs M15, MN3, MN7, M76) This bulletin is being revised to include additional diagnostic information and clarify model usage. Please discard Corporate Bulletin Number 02-07-30-013D (Section 07 -- Transmission/Transaxle). Condition Some owners may comment on any one or more of the following conditions: ^ The SES lamp is illuminated. ^ The transmission slips. ^ The transmission does not shift correctly, is very difficult to get the vehicle to start moving or the engine lacks the power to move the vehicle. ^ Poor engine performance. Cause The most likely cause of the various conditions may be chips or debris: ^ All years--Pressure Reg. Valve (Bore 1) or Torque Signal Valve (Bore 4) stuck ^ On 2001-2002 vehicles, a plugged orifice on the case side of the spacer plate. ^ ON 2003-2005 vehicles, restricted movement of the 2-3 shift valves in the valve body. ^ On 2003-2005 vehicles, restricted movement of the 3-4 shift valves in the valve body. Technician Diagnosis and Correction ^ The technician's road test reveals the vehicle launches in third or fourth gear (high RPM with slow vehicle acceleration). ^ On 2001-2002 vehicles, a DTC P0756 or P0757 may be stored. ^ On 2003-2005 vehicles, a DTC P0730, P0741, P0748 or P0757 may be stored. ^ Refer to the appropriate Service Information (SI) for additional Diagnostic Assistance. ^ With a Tech 2(R) connected to the vehicle, road test the vehicle and perform the following steps: If the above symptoms are present proceed with the following steps. 1. With the valve body removed and on a workbench, carefully push the valve against spring pressure to check if the valve will snap back to the original position. Or for the valves seated in home position, use a small flat-bladed screwdriver and carefully pry the valve off its seat, quickly remove the screwdriver allowing the valve to return to its seat. If the valve does not snap back unencumbered, then the valve will need to be removed from the valve body. Page 10598 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 9157 1. Install the power mirror switch to the accessory switch plate. Press the switch into the switch plate until retaining tabs are fully seated. 2. Connect the electrical connector (1) to the power mirror switch. 3. Install the power accessory switch plate to the door trim panel. Press until the switch plate retainers (1) are fully seated. Page 8493 Speaker: Service and Repair Front Door REMOVAL PROCEDURE 1. Remove the door trim panel. 2. Remove the front door speaker screws (1). 3. Remove the front door speaker (3) from the front door. 4. Disconnect the front door speaker wire harness (2) from the front door speaker (3). INSTALLATION PROCEDURE 1. Connect the front door speaker wire harness (2) to the front door speaker (3). 2. Install the front door speaker (3) to the front door. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the front door speaker screws (1). Tighten Tighten the screw to 3 N.m (27 lb in). 4. Install the door trim panel. Locations Underhood Fuse Block (Part 1) Locations Locations View Page 6351 Installation Procedure 1. Install the brake pedal assembly. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the upper (1) and the lower (2) mounting nuts to the brake pedal assembly. ^ Tighten the mounting nuts to 27 Nm (20 inch lbs.). 3. Connect the brake pedal pushrod (1) to the brake pedal (2). 4. Connect the electrical harness to the brake pedal. 5. Install the brake switch (1) to the brake pedal. 6. Connect the accelerator cable to the accelerator pedal. 7. Install the left instrument panel insulator. Page 4499 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve to bleed fuel system pressure. 2. Place a shop towel under the fuel pressure gage adaptor fitting to catch any remaining fuel spillage. 3. Remove the J 34730-1A from the adaptor fitting. 4. Remove the J 34730-262. 5. Drain any fuel remaining in the fuel pressure gage into an approved container. 6. Install the cap on the fuel pressure connection. Page 2467 Coolant: Technical Service Bulletins Cooling System - Coolant Recycling Information Bulletin No.: 00-06-02-006D Date: August 15, 2006 INFORMATION Subject: Engine Coolant Recycling and Warranty Information Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER Vehicles 2005-2007 Saab 9-7X Attention: Please address this bulletin to the Warranty Claims Administrator and the Service Manager. Supercede: This bulletin is being revised to adjust the title and Include Warranty Information. Please discard Corporate Bulletin Number 00-06-02-006C (Section 06 - Engine/Propulsion System). Coolant Reimbursement Policy General Motors supports the use of recycled engine coolant for warranty repairs/service, providing a GM approved engine coolant recycling system is used. Recycled coolant will be reimbursed at the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement is required during a warranty repair, it is crucial that only the relative amount of engine coolant concentrate be charged, not the total diluted volume. In other words: if you are using two gallons of pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement for one gallon of GM Goodwrench engine coolant concentrate at the dealer price plus the appropriate warranty parts handling allowance. Licensed Approved DEX-COOL(R) Providers Important: USE OF NON-APPROVED VIRGIN OR RECYCLED DEX-COOL(R) OR DEVIATIONS IN THE FORM OF ALTERNATE CHEMICALS OR ALTERATION OF EQUIPMENT, WILL VOID THE GM ENDORSEMENT, MAY DEGRADE COOLANT SYSTEM INTEGRITY AND PLACE THE COOLING SYSTEM WARRANTY UNDER JEOPARDY. Shown in Table 1 are the only current licensed and approved providers of DEX-COOL(R). Products that are advertised as "COMPATIBLE" or "RECOMMENDED" for use with DEX-COOL(R) have not been tested or approved by General Motors. Non-approved coolants may degrade the Page 935 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 10332 Horn Relay: Service and Repair TOOLS REQUIRED J 43244 Relay Puller Pliers REMOVAL PROCEDURE 1. Open the hood. 2. Remove the underhood electrical center cover. 3. Using the J 43244, remove the horn relay (1) from underhood electrical center. INSTALLATION PROCEDURE Page 192 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 3434 Ignition Cable: Service and Repair Spark Plug Wire Replacement REMOVAL PROCEDURE 1. Turn OFF the ignition. NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug boot only. Do not pull on the spark plug wire or the wire could be damaged. 2. Remove the spark plug wires 2, 4, and 6 from the engine left side spark plugs. 3. Remove the spark plug wires from the retaining clips. 4. Remove the spark plug wires 1, 3, and 5 from the engine right side spark plugs. 5. Remove the spark plug wires from the retaining clip. Page 560 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 4549 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 3479 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Service and Repair Cruise Control Servo Cable: Service and Repair REMOVAL PROCEDURE 1. Open the hood. 2. Disconnect the cruise control cable tab (5) from the throttle body cam (6). Rotate the throttle to 1 A open throttle in order to release the tab (5). 3. In order to release the cable (4), push the locating fitting inward and pull the unit free from the throttle bracket (1). 4. Remove the cable assembly from the module by turning the cable assembly 1/4 turn counterclockwise. Page 6218 1. Install the upper clip of the AT shift lock control onto the upper pivot point, and the lower clip onto the lower pivot point. 2. Install the center console. 3. Install the electrical connector to the AT shift lock control. 4. Connect the negative battery cable. Page 10002 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 9062 Notice: Refer to Fastener Notice in Service Precautions. 3. Install the IP compartment screws to the underside of the instrument panel compartment door. Tighten the screws to 2 N.m (18 lb in). 4. Open the IP compartment door and install the remaining IP compartment screws inside the pocket. Tighten the screws to 2 N.m (18 lb in). 5. Enable the SIR system. Refer to Enabling the SIR System in Restraint Systems. Service and Repair Rear Door Interior Handle: Service and Repair Door Handle Replacement - Rear Inside Removal Procedure 1. Raise the rear door window to the full up position. 2. Remove the rear door water deflector. 3. Remove the screws (2) securing the rear door lock (1). 4. Remove the rear door inside handle screw (2). 5. Remove the door inside handle rod (2) from the rear door inside handle (3). 6. Remove the door inside locking rod (4) from the rear door inside handle (3). 7. Remove the rear door inside handle (3). Installation Procedure Page 2784 PCM Connector C2 Part 1 Page 1531 1. Install the outlet heater hose. 2. Connect the outlet heater hose to the heater core. 3. Use J 38185 to reposition the outlet heater hose clamp onto the heater core. 4. Connect the outlet heater hose (2) to the quick-connect fitting. 5. Use J 38185 to reposition the outlet heater hose clamp onto the quick-connect fitting. 6. Fill the engine coolant. Refer to Draining and Filling Cooling System in Cooling System. Power Accessory Switch Panel Replacement Power Door Lock Switch: Service and Repair Power Accessory Switch Panel Replacement REMOVAL PROCEDURE 1. Using a small flat-bladed tool release the power accessory switch plate retainers (1). Push in and lift up on the retainers (1) to remove the switch plate from the door trim panel. 2. Disconnect the electrical connectors (1, 2) from the switches. 3. Release the retaining tabs for the power window switch, if required. Push the window switch out of the switch plate. 4. Release the retaining tabs for the power mirror switch, if required. Push the power mirror switch out of switch plate. INSTALLATION PROCEDURE Page 4820 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 10595 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 4293 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 7059 C130 Page 9044 GM Vehicle Care Odor Eliminator, US P/N 12378554, US ACDELCO 88900909, Canadian P/N 88901678, may control or eliminate odors in the interior and luggage compartment areas of GM vehicles. This non-toxic, biodegradable, odorless product has been shown to greatly reduce or remove the following types of odor: * Objectionable smells of mold and mildew resulting from vehicle water leaks * Customer created odors, such as smoke You may safely use GM Vehicle Care Odor Eliminator on fabrics, vinyl, leather, carpet, and sound deadening materials. You may also induce this product into HVAC modules and instrument panel ducts for the control of non-bacterial related odors. Important: This product leaves no residual scent and should not be used as an air freshener. This product may result in the permanent elimination of an odor and may be preferable to customers whose allergies make them sensitive to perfumes. This product may effectively remove odors when directly contacting the odor source. In cases such as water leaks, use this product with diagnostic procedures to first eliminate the primary cause of the odor. Then use further applications on the residual odor to permanently correct the vehicle condition. How to Use this Product * Spray GM Vehicle Care Odor Eliminator directly or as an additive with carpet shampoo in steam cleaners. * Do not use on any interior surface that plain water would deteriorate, because this product will have the same effect. Also avoid letting this product come into contact with vinegar or any acidic substance. Acid-based products will hamper the effectiveness of GM Vehicle Care Odor Eliminator. * Instructions and cautions are printed on the bottle, but additional help is available. Page 3711 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 490 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 10932 Power Window Switch: Service and Repair Rear Door REMOVAL PROCEDURE 1. Use a flat bladed tool in order to remove the power window switch (3) from the door trim panel. Push in and lift up at the side of the switch. 2. Disconnect the electrical connector (2) from the power window switch (3). 3. Remove the power window switch bezel (1) from the power window switch (3) by releasing the retainers with the flat bladed tool. INSTALLATION PROCEDURE 1. Install the bezel (1) to the power window switch (3) by pressing it into the retainers until fully seated. 2. Connect the electrical connector (2) to the power window switch (3). 3. Install the power window switch (3) to the door trim panel by pressing it until fully seated. Page 9815 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Specifications Engine Oil Dip Stick - Dip Stick Tube: Specifications Oil Level Indicator Tube Bolt ............................................................................................................... ................................................... 25 Nm (18 ft. lbs.) Page 3159 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 5752 Page 7166 A vehicle pulls or leads in one direction during hard acceleration. A vehicle pulls or leads in the other direction during deceleration. The following factors may cause torque steer to be more apparent on a particular vehicle: ^ A slightly smaller diameter tire on the right front increases a right torque lead. Inspect the front tires for differences in the brand, the construction, or the size. If the tires appear to be similar, change the front tires from side-to-side and retest the vehicle. Tire and wheel assemblies have the most significant effect on torque steer correction. ^ A large difference in the right and left front tire pressure ^ Left-to-right differences in the front view axle angle may cause significant steering pull in a vehicle. The pull will be to the side with the most downward sloping axle from the differential to the wheels. Axles typically slope downward from the differential. The slope of the transaxle pan to level ground may be used as an indication of bias axle angles. The side with the higher transaxle pan (shown on the left side of the illustration) has the most downward sloping axle angle. Memory Steer Description Memory steer is when the vehicle wants to lead or pull in the direction the driver previously turned the vehicle. Additionally, after fuming in the opposite direction, the vehicle will want to lead or pull in that direction. Wander Description Wander is the undesired drifting or deviation of a vehicle to either side from a straight path with hand pressure on the steering wheel. Wander is a symptom of the vehicle's sensitivity to external disturbances, such as road crown and crosswind, and accentuate by poor on-center steering feel. Scrub Radius Description Ideally, the scrub radius is as small as possible. Normally, the SAI angle and the centerline of the tire and the wheel intersect below the road surface, causing a positive scrub radius. With struts, the SAI angle is much larger than the long arm/short arm type of suspension. This allows the SAI angle to intersect the camber angle above the road surface, forming a negative scrub radius. The smaller the scrub radius, the better the directional stability. Installing aftermarket wheels that have additional offset will dramatically increase the scrub radius. The newly installed wheels may cause the centerline of the tires to move further away from the spindle. This will increase the scrub radius. A large amount of scrub radius can cause severe shimmy after twitting a bump. Four-wheel drive vehicles with large tires use a steering damper to compensate for an increased scrub radius. Scrub radius is not directly measurable by the conventional methods. Scrub radius is projected geometrically by engineers during the design phase of the suspension. Diagrams Automatic Transmission (A/T) Shift Indicator Lamp Page 9409 2. Remove the recliner handle from the seat pulling from the recliner shaft. Installation Procedure 1. Install a new retainer clip to the recliner handle, if required. 2. Position the recliner handle to the recliner shaft. 3. Install the retainer handle to the shaft pressing into place until the retainer clip is fully seated. Seat Back Recliner Cable Replacement - Front Seat Back Recliner Cable Replacement - Front Removal Procedure 1. Remove the front bucket seat. 2. Adjust the seat cushion cover and pad in order to access the seat back recliner cable. Refer to Seat Cushion Cover Replacement - Front. 3. On the outer recliner perform the following steps: 1. Remove the cable conduit bracket bolt (3). 2. Rotate the cable conduit 90 degrees. 3. Remove the cable end (2) from the recliner (1). 4. On the inner recliner, perform the following steps: 1. Remove the cable conduit (2) from the retainer in the recliner. 2. Rotate the cable 90 degrees. 3. Remove the cable end (1) from the recliner (3). Page 4037 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 10669 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 4722 5. Observe the fuel pressure gage with the fuel pump commanded ON. ^ If the fuel pressure IS between 345-414 kPa (50-60 psi), fuel system pressure is not the cause. Refer to the appropriate SI Document for additional diagnostic information. ^ If the fuel pressure IS LESS THEN 345-414 kPa (50-60 psi), continue with the next step. 6. Remove the fuel pump module. Refer to Fuel Pump Module Replacement in SI. Use the appropriate SI Document depending on model and year. 7. Flush the fuel tank with hot water. 8. Pour the water out of the fuel sender assembly opening in the fuel tank. Rock the fuel tank in order to be sure that the removal of the water from the fuel tank is complete. 9. Allow the tank to dry completely before reassembly. Refer to Fuel System Cleaning for additional information. Caution: The pot of the sending unit may have fuel in it. Use caution not to spill fuel on yourself while servicing the strainer. Note: Use care not to damage the fuel module pot when removing the old strainer. Damage to the pot may make it difficult or impossible to install the new strainer and/or make the module inoperative. 10. Insert the tip of a small screw driver between the strainer and the pot and push the screwdriver up slowly while rotating the screwdriver to pop off the strainer. Page 7894 Tighten Tighten the bolt to 25 N.m (18 lb ft). 4. Ensure that the liquid line is bottomed out into the A/C refrigerant filter. Tighten Tighten the A/C refrigerant filter nuts to 15 N.m (11 lb ft). 5. Evacuate charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 6. Leak test the A/C refrigerant filter. 7. Install the right front fender liner. 8. Lower the vehicle. Page 10379 1. Position the horn relay (1) to the underhood electrical center pressing in until fully seated. 2. Install the underhood electrical center cover. 3. Close the hood. Page 9610 Various symbols are used in order to describe different service operations. Page 3048 Engine Oil Level Switch Page 1203 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Locations Modular Fuel Sender And Fuel Tank Pressure Sensor Page 1052 Conversion - English/Metric Spark Plug Inspection Spark Plug: Service and Repair Spark Plug Inspection SPARK PLUG USAGE ^ Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to Ignition System Specifications for the correct spark plug. ^ Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following conditions: Spark plug fouling-Colder plug - Pre-ignition causing spark plug and/or engine damage-Hotter plug SPARK PLUG INSPECTION ^ Inspect the terminal post (1) for damage. Inspect for a bent or broken terminal post (1). - Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should NOT move. ^ Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following conditions: Inspect the spark plug boot for damage. - Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A spark plug boot that is saturated causes arcing to ground. Page 10094 Brake Light Switch: Adjustments Stop Lamp Switch Adjustment Notice: Proper stoplamp switch adjustment is essential. Improper stoplamp switch adjustment may cause brake drag, heat buildup and excessive brake lining wear. Important: Adjust the stop lamp switch and cruise control release at the same time. The adjustment procedures for the stop lamp switch and the cruise control release switch are identical. 1. Insert the stop lamp switch (3) into the retainer until the switch body is seated on the retainer. 2. Pull the brake pedal (4) upward against the internal pedal stop. 3. Turn the switch (3) 90 degrees clockwise in order to lock the switch into position. OnStar(R) - Re-establishing OnStar(R) Communications Navigation System: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 10815 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 7154 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Page 5692 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the transmission side cover. 2. Remove the six bolts from the TFP switch assembly (8, 12, and 16). 3. Remove the TFP switch assembly (13) from the control valve body assembly (18). The seven pressure switch O-rings are reusable and should remain with the TFP switch assembly. Installation Procedure 1. Install the TFP switch assembly (13) to the control valve body assembly (18). The seven pressure switch O-rings are reusable and should remain with the TFP switch assembly. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the six bolts to the TFP switch assembly (8, 12, and 16). - Tighten the bolts to 14 Nm (124 inch lbs.). 3. Install the transmission side cover. Page 4451 Evaporative Emission (EVAP) Canister Purge Solenoid Page 8456 Electrical Symbols Part 1 Page 10534 Involved are certain 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass built within the VIN breakpoints shown. Page 3322 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Diagram Information and Instructions Alternator: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4823 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2632 3. Install the intermediate pipe to the three way catalytic converter. 4. Lower the vehicle. Engine Controls - MIL ON/Multiple DTC's Set Intake Air Temperature (IAT) Sensor: Customer Interest Engine Controls - MIL ON/Multiple DTC's Set File In Section: 06 - Engine/Propulsion System Bulletin No.: 02-06-03-005 Date: June, 2002 TECHNICAL Subject: Service Engine Soon Light With Stored Codes P0112, P0113, P1111 or P1112 (Replace IAT Sensor Connector) Models: 1997-2002 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1) Condition Some customers may comment that the service engine soon light is on. The TECH 2 will show stored diagnostic trouble codes P0112, P0113, P1111, or P1112. Cause This condition may be caused by a broken wire at the intake air temperature (IAT) sensor connector. The break may not be readily apparent as the insulation may be intact. Correction If routine diagnosis leads to a broken wire at the IAT sensor connector, replace the connector as follows: 1. Remove the tape from the engine harness convoluted tube where the IAT circuit wires join the main engine harness. 2. Locate/isolate the 2 IAT wires within the engine harness. 3. Disconnect the IAT connector from the IAT sensor. 4. Remove the tape from the IAT and MAF (mass air flow) sensor wires to allow removal of the IAT wires. Important: Before cutting the IAT circuit wires, it will be necessary to determine the proper length. You need to add 38 mm - 50 mm (1.5 in - 2.0 in) to the length of the wire going to the IAT. Also, when cutting the IAT circuit wires, it is important that the wires are cut in a manner that will not create a large mass. Stagger the cuts and install the connector kit. Original connector cavity "A" has a red wire and cavity "B" has a tan wire. Make sure cavity "A" and cavity "B" wires on the replacement pig tail connector match "A" and "B" wires on the engine harness. This will provide strain relief and prevent recurrence of this concern. 5. After staggered cuts are made on the IAT wires in the engine harness, strip a small amount of the insulation from both wires and install the kit butt connectors to the bare IAT wires by crimping both. 6. Stagger the cuts on the pig tail wires to match the IAT engine harness wires. 7. Strip a small amount of the insulation from the pig tail IAT wire ends. Install and crimp both wires into the open end of the butt connectors that were installed on the engine harness IAT wires. 8. Heat shrink both IAT butt connectors and let the wires cool off. 9. After cool down is completed, the harness can be neatly taped with electrical tape. 10. Install the IAT connector on the IAT sensor. 11. Clear the codes. Page 5108 Conversion - English/Metric Page 1433 2. Remove the serpentine belt from the accessory drive system. 3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves of the pulley, farthest from the front of the engine. 4. Install the retaining cord around the pulley and to the legs of the tool. 5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley alignment. - If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly. - If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the position of the power steering pulley as required. - Refer to SI for Power Steering Pulley Removal and Installation procedures. 9. Install the serpentine belt to the accessory drive system in the original orientation. 10. Operate the vehicle and verify that the belt noise concern is no longer present. Tool Information Please visit the GM service tool website for pricing information or to place your order for this tool. Diagrams Page 4126 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (7X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Remove the right tire and wheel. 4. Turn steering wheel fully to the left. 5. Disconnect the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from engine. 8. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install the sensor to the block. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor attaching bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the sensor electrical connector. 5. Install the right tire and wheel. Locations Locations View Page 2935 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 6487 Brake Align Order Form Disclaimer Page 806 Crankshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 2485 Coolant Line/Hose: Service and Repair Throttle Body Heater Hose Replacement - Outlet Throttle Body Heater Hose Replacement Outlet Removal Procedure 1. Remove the throttle body air inlet duct. 2. Drain the cooling system. 3. Remove the throttle body outlet hose clamp and the hose (4) from the coolant pipe. 4. Remove the throttle body outlet hose clamp and the hose from the throttle body. 5. Remove the throttle body outlet hose (4). Installation Procedure 1. Install the throttle body outlet hose (4). 2. Install the throttle body outlet hose and clamp to the throttle body. 3. Install the throttle body outlet hose (4) and clamp to the coolant pipe. 4. Fill the cooling system. 5. Install the throttle body air inlet duct. Page 667 15. Install the ignition switch bezel to the IP and press into place until fully seated. 16. Verify hazard warning switch operation. Page 8816 Tighten the screw to 2 N.m (20 lb in). Energy Absorber Pad Replacement - Front Door Energy Absorber Pad Replacement - Front Door The front door energy absorber pad is part of the front door trim panel and is not serviced separately. If the front door energy absorber pad is damaged and needs to be replaced, refer to Trim Panel Replacement - Side Front Door. Panel Replacement Front Side Door Trim Panel Replacement Tools Required J 38778 Door Trim Pad and Garnish Clip Remover Removal Procedure 1. Remove the front door trim panel insert from the door. 2. Remove the front door handle bezel. 3. Remove the power accessory switch panel. 4. Use a flat bladed tool in order to remove the inside door pull handle plug. 5. Remove the door trim panel screws from under the inside pull handle. 6. Remove the window regulator handle, if equipped. 7. Using J 38778 and starting at the door bottom, disengage the door trim panel retainers. 8. Lift up on the door trim panel to disengage it from the inner belt molding. 9. Remove the door trim panel from the door. Installation Procedure 1. Position the door trim panel on the inner belt molding and press down. 2. Install the front door trim panel to the door, pressing into place until the retainers are fully seated. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the door trim panel screws to the door trim panel. Tighten the screws to 1.8 N.m (16 lb in). 4. Install the window regulator handle, if equipped. 5. Install the inside door pull handle plug to the door trim panel, pressing until fully seated. 6. Install the inside door handle bezel to the door trim panel. 7. Install the power accessory switch panel to the door trim panel. Brakes - Wheel Cylinder Inspection Guidelines Wheel Cylinder: Technical Service Bulletins Brakes - Wheel Cylinder Inspection Guidelines Bulletin No.: 03-05-24-001A Date: March 21, 2005 INFORMATION Subject: Service Information Regarding Rear Brake Drum Wheel Cylinder Inspections Models: 2005 and Prior GM Passenger Cars and Trucks 2005 and Prior Saturn Vehicles with Rear Drum Brakes Supercede: This bulletin is being revised add model years and include all GM vehicles. Please discard Corporate Bulletin Number 03-05-24-001 (Section 03 - Suspension). This bulletin provides information on proper inspection of rear drum brake wheel cylinders. Important: It is not recommended that dust boots be removed during inspection processes as dirt and debris could contaminate the wheel cylinder bore causing premature wear of the wheel cylinder. In addition, most bores should look damp and some lubricant may drip out from under the boot as a result of lubricant being present. All rear drum brake wheel cylinders are assembled with a lubricant to aid in assembly, provide an anti-corrosion coating to the cylinder bore, and lubricate internal rubber components. As a result of this lubrication process, it is not uncommon for some amount of lubricant to accumulate at the ends of the cylinder under the dust boot. Over time, the lubricant may work its way to the outside of the boot and cause an area of the boot to look damp. Evidence of a damp area on the boot does not indicate a leak in the cylinder. However, if there is excessive wetness (i.e. drips) coming from the boot area of the wheel cylinder, it could indicate a brake hydraulic fluid leak requiring wheel cylinder replacement. (Refer to the Wheel Cylinder Replacement procedures in the appropriate Service Manual.) Disclaimer Locations Locations Views Page 3078 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 5147 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 9553 1. Install the module assembly to the mounting bracket. 2. Connect the electrical connector to the module. 3. Connect the cruise control cable to the module ribbon. 4. Install the cruise control cable to the module assembly by turning the cable assembly 1/4 turn clockwise. Page 1970 Harmonic Balancer - Crankshaft Pulley: Service and Repair Crankshaft Balancer Replacement ^ Tools Required J 24420-C Harmonic Balancer Puller - J 29113 Crankshaft Balancer Installer Removal Procedure Notice: The inertial weight section of the balancer is assembled to the hub with a rubber type material. The correct removal procedure must be followed or movement of the inertial weight section of the hub will destroy the tuning of the balancer. 1. Remove the drive belt. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove the right front tire and wheel. 4. Remove the right front fender liner. 5. Remove the flywheel inspection cover. 6. Remove the balancer retaining bolt. Use an assistant to keep the flywheel from turning. 7. Install J 24420-C on the balancer. 8. Turn the puller screw. 9. Remove the balancer. Installation Procedure 1. Coat the front cover seal contact area with engine oil. 2. Apply sealant to the crankshaft key. Apply sealant to the crankshaft keyway. Use RTV sealant GM P/N 1052917 or the equivalent. 3. Place the balancer into position over the key in the crankshaft. 4. Install J 29113 onto the crankshaft. 5. Pull the balancer into position. 6. Remove J29113 from the balancer. Notice: Refer to Fastener Notice in Service Precautions. 7. Install the balancer retaining bolt. Use an assistant to keep the flywheel from turning. Page 1208 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 2849 Electrical Symbols Part 3 Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 6810 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 565 Ambient Light Sensor: Testing and Inspection For information regarding this component and the system that it is a part of, please refer to Lighting and Horns Testing and Inspection. Page 211 Body Control Module: Description and Operation BODY CONTROL MODULE (BCM) The BCM contains the logic of the theft deterrent system. The BCM provides the battery positive voltage to operate the Passlock(TM) Sensor. The BCM also measures the voltage of the security sensor signal circuit. The voltage measured will indicate whether the Passlock(TM) Sensor has been activated and whether the resistance value from the sensor is a valid value or the tamper value. If voltage measured is in the valid range, the BCM compares this voltage, voltage code, to a previously learned voltage code. If the voltage codes match, the BCM sends a class 2 message containing a password to the PCM. If the voltage codes do not match, or the voltage is in the Tamper range, or there is a circuit fault, the BCM will not send the correct password to the PCM, and the vehicle will not start. Diagrams Page 8351 Diagnostic Tips Review # 5 - Alpine Silver Box Navigation Radio Disclaimer Page 242 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 9271 Sunroof / Moonroof Drain: Service and Repair Sunroof Drain Hose - Rear Sunroof Drain Hose Replacement - Rear Removal Procedure 1. Remove the headliner. 2. Pull back the trunk carpeting away from the right and left side of the rear compartment trim to expose the rear sunroof drain hose outlets. Refer to Compartment Trim Panel Replacement - Rear in Trunk/Liftgate. 3. Pull the outlet out of the quarter panel drain hole. 4. Separate the outlet from the rear sunroof drain hose. 5. Release the rear sunroof drain hose from the retaining clip along the quarter panel. Page 3312 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 744 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 4043 Mass Air Flow (MAF) Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 4457 Evaporative Emission (EVAP) Canister Vent Solenoid Page 9689 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 2344 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 2613 Temperature Gauge: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Diagrams. Page 9966 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 491 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 3588 Various symbols are used in order to describe different service operations. Page 4001 6. Slide the PCM from the PCM bracket. INSTALLATION PROCEDURE Remove the new PCM from the packaging and inspect the service number to verify the number is the same number, or an updated number, as the faulty PCM. 1. Slide the PCM into the PCM bracket. NOTE: Do not touch the PCM connector pins or soldered components on the circuit board in order to prevent possible electrostatic discharge (ESD) damage. Do not remove the integrated circuit boards from the carrier. 2. Install the PCM electrical connectors. 3. Tighten the PCM connector screws (1). 4. Install the left hush panel. 5. Connect the negative battery cable. IMPORTANT: The replacement PCM must be reprogrammed and the crankshaft position (CKP) system variation learn procedure must be performed. 6. Program the PCM. See: Testing and Inspection/Programming and Relearning 7. The replacement PCM will NOT allow secondary air injection (AIR) pump operation until a total of 16 km (10 mi) have accumulated. Page 6805 Electrical Symbols Part 4 Air Temperature Actuator Replacement Air Door Actuator / Motor: Service and Repair Air Temperature Actuator Replacement REMOVAL PROCEDURE 1. Remove the IP compartment. 2. Disconnect the air temperature actuator electrical connector. 3. Remove the two screws from the actuator. 4. Remove the air temperature actuator. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice on Service Precautions. Page 2930 Electrical Symbols Part 4 Page 10627 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 4996 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 4890 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 10188 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 5233 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 6469 WORKSHEET - BRAKE LATHE CALIBRATION Important Brake lathe calibration should be performed and recorded monthly or if you are consistently measuring high LRO after rotor refinishing. Disclaimer GM Brake Service Procedure GM BRAKE SERVICE PROCEDURE 1. Remove the wheel and caliper. 2. Measure rotor thickness. In order to determine if the rotor can be refinished, do the following steps: Important Page 269 19. Identify what type of programming that you are performing. ^ Normal - This type of programming is for updating an existing calibration or programming a new controller. ^ Vehicle Configuration Index (VCI) - This selection is used if the vehicle VIN is unavailable or not recognized by the Techline terminal Observe, you will need to contact the Techline Customer Support center to use this option. ^ Reconfigure - This is to reconfigure a vehicle, such as tire size and axle ratio changes. 20. Select the appropriate calibration file. 21. Ensure all connections are secure. 22. Select Reprog to initiate the download of the new calibration to the Tech 2. 23. After the download is complete, turn OFF the Tech 2. 24. Disconnect the Tech 2 from the Techline terminal. 25. Install the Tech 2 to the data link connector (DLC). 26. Turn ON the Tech 2. 27. Turn ON the ignition, with the engine OFF. 28. Select Service Programming. IMPORTANT: DO NOT turn OFF the ignition if the programming procedure is interrupted or unsuccessful. Ensure that all the PCM and DLC connections are secure and the Techline operating software is up to date. Attempt to reprogram the control module. If the control module cannot be programmed, replace the control module. 29. Select Program. 30. After the download is complete EXIT Service Programming. 31. Turn OFF the ignition for 30 seconds. 32. Turn OFF the Tech 2. 33. If a control module is replaced the following service procedures must be performed: ^ CKP System Variation Learn Procedure. ^ Inspection/Maintenance (I/M) Complete System Set Procedure ^ Programming Theft Deterrent System Components ^ GM Oil Life System - Resetting Programming Verification 1. With a scan tool, clear the DTCs. 2. Attempt to start the engine. 3. Repeat the Service Programming procedure if the engine does not start or operates poorly. Perform the following procedures before programming the PCM: ^ Ensure the control module and DLC connections are OK. ^ Ensure the Techline operating software is up to date. ^ Ensure the calibration part number is correct for the vehicle. 4. Attempt to program the control module. If the control module still cannot be programmed properly, replace the control module. Off-Board Programming 1. Obtain the VIN of the vehicle for which the control module is being programmed. 2. With the Techline(R) terminal, select Service Programming. 3. Select Tech 2(R), Reprogram ECU, and Off-Board Programming Adapter as the ECU location. 4. Connect the control module, Off-Board Programming Adapter, and the Tech 2(R) as described on the Techline(R)(TM) terminal. Ensure you use the correct harness connector from the Off-Board Programming Adapter kit. 5. With the Tech 2(R), select Service Programming Request Information function. The Tech 2(R) communicates with the control module and receives the access code. 6. With the Tech 2(R)(TM), exit the Service Programming Request Information. 7. Disconnect the Tech 2(R) from the Off-Board Programming Adapter. 8. Connect the Tech 2(R) to the Techline(R) terminal. 9. Turn ON the Tech 2(R). 10. With the Techline(R) terminal, enter the VIN of the vehicle that will be receiving the control module. 11. The Techline(R) terminal will display the message, attaching to database. 12. Identify what type of programming that you are performing. 13. Select the appropriate calibration file. 14. Ensure all connections are secure. 15. The Techline(R) terminal displays a summary screen that summarizes your selections. After confirming you choices, the Techline(R) terminal automatically loads the calibration files to the Tech 2(TM). 16. After the download is complete, turn OFF the Tech 2(R). 17. Disconnect the Tech 2(R) from the Techline(R) terminal. 18. Connect the Tech 2(R) to the Off-Board Programming Adapter. 19. With the Tech 2(R), select Service Programming. IMPORTANT: DO NOT turn OFF the Off-Board Programming Adapter if the programming procedure is interrupted or unsuccessful. Ensure the control module and the Off-Board Programming Adapter connections are secure and the Techline(R) operating software is up to date. Attempt to reprogram the control module. If the control module cannot be programmed, replace the control module. Page 9410 5. Remove the seat back recliner cable from the front seat frame. Installation Procedure 1. Position the seat back recliner cable to the seat frame. 2. On the inner recliner, perform the following steps: 1. Install the cable end (1) to the recliner (3). 2. Rotate the cable 90 degrees. 3. Install the cable conduit to the retainer in the recliner (3). 3. On the outer recliner, perform the following steps: Notice: Refer to Fastener Notice in Service Precautions. 1. Install the cable end (2) to the recliner. 2. Rotate the cable conduit 90 degrees. 3. Install the cable conduit bracket bolt (3). Tighten the bolt to 4 N.m (35 lb in). 4. Adjust the seat cushion cover and pad to a desired appearance. Refer to Seat Cushion Cover Replacement - Front. 5. Install the front bucket seat. Seat Back Replacement - Rear Seat Back Replacement - Rear Removal Procedure 1. Remove the rear seat cushion from the vehicle. 2. Remove the stationary rear seat back bolts (1) from the lower U-brackets. Body - Water Leaks to Interior/Trunk Sunroof / Moonroof Weatherstrip: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 3056 Electrical Symbols Part 2 Locations Rear Defogger Relay: Locations Engine Compartment Fuse Block - Left side of engine compartment The Rear Window Defogger Relay is number 9 in the underhood relay box, on the left side of the engine compartment. Page 239 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 6690 7. Remove the 4 EBCM to BPMV screws. Important: ^ Do not pry apart using a tool. Be careful not to damage the BPMV surface. ^ Care must be taken not to damage the solenoid valves when the EBCM is removed from the BPMV. 8. Remove the EBCM (1) from the BPMV (2) by gently pulling apart until separated. Installation Procedure 1. Clean the EBCM gasket and the BPMV surface with alcohol using a clean rag. 2. Install the EBCM (1) to the BPMV (2). Notice: Refer to Fastener Notice in Service Precautions. 3. Install the 4 screws that attach the EBCM (1) to the BPMV (2). ^ Tighten the screws to 5 Nm (44 inch lbs.). Page 10799 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 10406 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. A/T - Grinding/Growling Noise in Park on Incline Parking Pawl: Technical Service Bulletins A/T - Grinding/Growling Noise in Park on Incline INFORMATION Bulletin No.: 99-07-30-030F Date: May 01, 2008 Subject: Grinding and/or Growling Noise in Park on Incline Models: 2009 and Prior Passenger Cars and Light Duty Trucks (Including Saturn) with Hydra-Matic Front Wheel Drive (FWD) Automatic Transmissions Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 99-07-30-030E (Section 07 - Transmission/Transaxle). Service Information Owners of some vehicles equipped with Hydra-Matic front wheel drive transaxles may comment on a grinding and/or growling noise that is noticeable when standing in PARK on a hill or slope with the engine running and the parking brake not applied. Under these conditions, the weight of the vehicle puts a load on the parking pawl which can create a "ground-out" path through the drive axles, front struts, springs and spring towers. Normal engine noise can be transmitted to the passenger compartment through the "ground-out" path. Owners concerned about this condition should be advised to apply the parking brake prior to shifting into PARK. This is the recommended procedure described in the Owners Manual. Applying the parking brake first will put the load of the vehicle on the rear brakes rather than on the parking pawl. Refer the owner to the appropriate Owner Manual for additional details and instructions. Disclaimer Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Page 7893 Refrigerant Filter: Service and Repair Air Conditioning (A/C) Refrigerant Filter Replacement REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Remove the right front fender liner. IMPORTANT: Immediately cap or tape the open end of the condensor and the evaporator line in order to prevent contamination. 3. Remove the bolt at the evaporator line from the condensor. IMPORTANT: The nuts and the ferrules will remain on the line. Do NOT try to remove the nuts and the ferrules. 4. Remove the A/C refrigerant filter. INSTALLATION PROCEDURE 1. Install the O-rings onto the liquid line. 2. Install the liquid line into the A/C refrigerant filter. Hand tighten the nuts. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the evaporator hose bolt. Front Cross-Member: Service and Repair Front Front Suspension Crossmember Replacement Removal Procedure 1. Install the engine support fixture 2. Remove the tire and wheel assemblies. 3. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 4. Remove the splash shields. 5. Disconnect the Antilock Brake System (ABS) harness from the wheel speed sensor and frame. Remove the lower ball joints from the steering knuckles. 6. Remove the brake modulator assembly from the front suspension crossmember. 7. Remove the tie rod ends from the steering knuckles. 8. Remove the bolt from the steering gear to intermediate shaft and disconnect the shaft. 9. Remove the power steering lines from the steering gear. 10. Remove the front transmission mount bracket bolts. 11. Remove the rear transmission mount bracket bolts. 12. Remove the brake lines from the retainers on the front suspension crossmember (3). 13. Lower the vehicle until the front suspension crossmember (3) rests on the jack stands. 14. Remove the front suspension crossmember front support bolts (4). 15. Remove the front suspension crossmember rear support bolts (1). 16. Remove the front suspension crossmember to body bolts (2). 17. Raise the vehicle off of the front suspension crossmember (3). 18. Remove the following components if replacing the front suspension crossmember: ^ The lower control arms ^ The power steering gear ^ The front transmission mount ^ The rear transmission mount ^ The stabilizer shaft ^ The lower radiator mounting panel Installation Procedure Power Accessory Switch Panel Replacement Power Door Lock Switch: Service and Repair Power Accessory Switch Panel Replacement REMOVAL PROCEDURE 1. Using a small flat-bladed tool release the power accessory switch plate retainers (1). Push in and lift up on the retainers (1) to remove the switch plate from the door trim panel. 2. Disconnect the electrical connectors (1, 2) from the switches. 3. Release the retaining tabs for the power window switch, if required. Push the window switch out of the switch plate. 4. Release the retaining tabs for the power mirror switch, if required. Push the power mirror switch out of switch plate. INSTALLATION PROCEDURE Page 5022 Electrical Symbols Part 3 Page 186 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 7158 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Page 5062 Ignition Cable: Service and Repair Spark Plug Wire Replacement REMOVAL PROCEDURE 1. Turn OFF the ignition. NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug boot only. Do not pull on the spark plug wire or the wire could be damaged. 2. Remove the spark plug wires 2, 4, and 6 from the engine left side spark plugs. 3. Remove the spark plug wires from the retaining clips. 4. Remove the spark plug wires 1, 3, and 5 from the engine right side spark plugs. 5. Remove the spark plug wires from the retaining clip. Page 11079 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Brakes - Front Disc Brake Pulsation Brake Pad: All Technical Service Bulletins Brakes - Front Disc Brake Pulsation File In Section: 05 - Brakes Bulletin No.: 00-05-23-002B Date: March, 2003 TECHNICAL Subject: Front Disc Brake Pulsation (New Rotor Run-Out Specification and Correction Method) Models: 1997-2003 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is being revised to add model years and update the correction information. Please discard Corporate Bulletin Number 00-05-23-002A (Section 5 - Brakes). Condition Some customers may comment on a pulsation condition felt in the brake pedal and/or steering wheel during a brake apply. In some cases, it may be noted that the pulsation condition has reoccurred in 5,000-11,000 km (3,000-7,000 mi) after having had the brakes serviced, tires rotated or any type of servicing that required wheel removal. Cause Pulsation is the result of brake rotor thickness variation causing the brake caliper piston to move in and out of the brake caliper housing. This hydraulic "pumping/pulsing" effect is transmitted through the brake system and may be felt in the brake pedal. In severe cases, this condition may also transmit through the vehicle structure and other chassis system components such as the steering column or wheel. The major contributor to rotor thickness variation is excessive lateral run-out of the rotor, causing the brake pads to wear the rotor unevenly over time. Correction Important: All vehicles built since March 2000 have been built with the updated brake pad. Unless the brake pads are worn past the given specifications, the brake pads should be not replaced. FOR 2000 AND PRIOR MODEL YEAR VEHICLES ONLY: Confirm that the brake pads have the number 1417 printed on the edge of the pad backing plate (refer to the illustration - glass cleaner can be used to Page 7425 1. Install the following components to the strut: 1.1. The lower insulator (9) 1.2. The spring bumper (7) 1.3. The coil spring (10) 1.4. The upper insulator (6) 1.5. The spring seat (5) 1.6. The dust seal (4) 1.7. The strut support (3) 2. Mount the strut assembly into the J 34013-B using the J 34013-88. 3. Compress the coil spring (10). Locations Locations View Page 1781 Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for additional information on possible wheel porosity issues. 3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a rough or uneven surface that is difficult for the tire to maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion 4. If corrosion is found on the wheel bead seat, measure the affected area as shown below. - For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. - For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. 5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the corrosion and any flaking paint. You should remove the corrosion back far enough until you reach material that is stable and firmly bonded to the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired surface. Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend to the visible surfaces on the FACE of the wheel, that wheel must be replaced. Important Remove ONLY the material required to eliminate the corrosion from the bead seating surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as smooth and level as possible. Page 1365 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve to bleed fuel system pressure. 2. Place a shop towel under the fuel pressure gage adaptor fitting to catch any remaining fuel spillage. 3. Remove the J 34730-1A from the adaptor fitting. 4. Remove the J 34730-262. 5. Drain any fuel remaining in the fuel pressure gage into an approved container. 6. Install the cap on the fuel pressure connection. Page 2885 Electrical Symbols Part 3 Page 9296 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 868 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 6269 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 9263 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 1655 LH IP Fuse Block Page 8382 Disclaimer Page 431 Electrical Symbols Part 4 High Mounted Stop Lamp Replacement (Rear Package Shelf) Center Mounted Brake Lamp: Service and Repair High Mounted Stop Lamp Replacement (Rear Package Shelf) REMOVAL PROCEDURE 1. Remove the rear panel trim. 2. Lift the retainers. Slide the tabs from the slots. 3. Remove the high mount stop lamp (1) from the rear package shelf (2). 4. Disconnect the electrical connector from the stop lamp (1). INSTALLATION PROCEDURE 1. Connect the electrical connector to the stop lamp (1). 2. Push the high mount stop lamp (1) tabs downward into the slots until the tabs are secure. 3. Install the rear panel trim. Page 481 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Locations Locations View Page 10711 Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 10497 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 1569 Contamination Mixing conventional green coolant with DEX-COOL(R) will degrade the service interval from 5 yrs./150,000 miles (240,000 km) to 2 yrs./30,000 miles (50,000 km) if left in the contaminated condition. If contamination occurs, the cooling system must be flushed twice immediately and re-filled with a 50/50 mixture of DEX-COOL(R) and clean water in order to preserve the enhanced properties and extended service interval of DEX-COOL(R). After 5 years/150,000 miles (240,000 km) After 5 yrs/150,000 miles (240,000 km), the coolant should be changed, preferably using a coolant exchanger. If the vehicle was originally equipped with DEX-COOL(R) and has not had problems with contamination from non-DEX-COOL(R) coolants, then the service interval remains the same, and the coolant does not need to be changed for another 5 yrs/150,000 miles (240,000 km) Equipment (Coolant Exchangers) The preferred method of performing coolant replacement is to use a coolant exchanger. A coolant exchanger can replace virtually all of the old coolant with new coolant. Coolant exchangers can be used to perform coolant replacement without spillage, and facilitate easy waste collection. They can also be used to lower the coolant level in a vehicle to allow for less messy servicing of cooling system components. It is recommended that you use a coolant exchanger with a vacuum feature facilitates removing trapped air from the cooling system. This is a substantial time savings over repeatedly thermo cycling the vehicle and topping-off the radiator. The vacuum feature also allows venting of a hot system to relieve system pressure. Approved coolant exchangers are available through the GMDE (General Motors Dealer Equipment) program. For refilling a cooling system that has been partially or fully drained for repairs other than coolant replacement, the Vac-N-Fill Coolant Refill Tool (GE-47716) is recommended to facilitate removal of trapped air from the cooling system during refill. Disclaimer Page 3863 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Adjusting Screw Replacement Brake Adjuster: Service and Repair Adjusting Screw Replacement Adjusting Screw Replacement ^ Tools Required ^ J 38400 Brake Shoe Spanner and Spring Remover Removal Procedure Caution: Keep fingers away from rear brake shoe springs to prevent fingers from being pinched between spring and shoe web or spring and backing plate. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the rear wheel and tire. 3. Remove the brake drum. Notice: Do not over stretch the adjuster spring. Damage can occur if the spring is over stretched. 4. Remove the adjuster spring (3). Disengage the adjuster spring hook end from the tab on the adjuster actuator (1). 5. Use the J 38400 (1) in order to spread the brake shoes apart. 6. Remove the adjuster (2). Installation Procedure Page 5336 Transmission Position Switch/Sensor: Specifications Park/Neutral Position Switch to Case ....................................................................................................................................................... 24 Nm (18 ft. lbs.) Diagrams Air Temperature Actuator - HVAC Systems - Manual Page 5526 2. Once the valve is removed, inspect for any scratching or scoring. 3. If any scratching or scoring is found, then the fingernail test will need to be performed. Important: It has been found that in most cases that the scratches are not severe enough to catch your fingernail. 4. Using your fingernail, move over any scratches to see if your nail will catch on the scratch or score. - If your nail catches in the scratches, the valve will need to be replaced. - If your nail does not catch in the scratches, continue with the next step. 6. Important: Clean the valve body with the machined side down so debris may escape. 7. Clean the valve and bore using brake cleaner. 8. Blow off with shop air. 9. To verify free movement of the valve, dip the valve into clean ATF and install the valve back into the appropriate bore. The valve should move freely. If the valve moves freely, in most cases the valve body will function properly when reinstalled. 10. Reassemble and retest Warranty Information For vehicles repaired under warranty, use the table. Page 3110 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 644 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 3341 6. Lower the vehicle. 7. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 4849 Electrical Symbols Part 3 Page 1509 Oil Filter: Service and Repair Engine Oil and Oil Filter Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Position the oil drain pan under the engine oil drain plug. 3. Remove the engine oil drain plug. 4. Clean and inspect the engine oil drain plug. Repair or replace the plug if needed. 5. Clean and inspect the engine oil drain plug sealing surface on the oil pan. Repair or replace the oil pan if needed. 6. Remove the oil filter. 7. Clean and inspect the oil filter sealing area on the engine block. Repair or replace the oil filter sealing area if needed. Installation Procedure Testing and Inspection Windshield Washer Switch: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Wiper and Washer Systems/Testing and Inspection. Page 10364 4. Install the headlamp (2) by pushing straight forward to the headlamp mounting panel. 5. Hold the headlamp in place while pushing downward on the release tabs (1). 6. Check and adjust the headlamp aim as necessary. 7. Close the hood. Page 2805 Electrical Symbols Part 3 Page 8818 1. Position the front door upper trim panel insert (1) to the front door. 2. Insert the front door upper trim panel tabs into the slots in the door. 3. Push inward until the front door upper trim panel tabs are fully seated to the door. Water Deflector Replacement - Front Door Water Deflector Replacement - Front Door Removal Procedure 1. Remove the front door trim panel. 2. Starting at the top and pulling downward, separate the front door water deflector (1) from the front door. 3. Route the electrical harness through the openings in the front door water deflector (1). 4. Remove the front door water deflector (1) from the front door. Installation Procedure 1. Route the electrical harness through the openings in the front door water deflector (1). 2. Position the front door water deflector (1) to the front door. 3. Press the front door water deflector (1) onto the front door until fully seated. 4. Install the front door trim panel. Page 9118 Keyless Entry Receiver: Service and Repair REMOVAL PROCEDURE 1. Remove the rear compartment lamp housing for access. 2. Look for the mounting tabs just to the right of the center access hole on the rear package shelf. Compress the tabs and slide the receiver down through the access hole. 3. Disconnect the electrical connector from the remote door lock receiver. 4. Remove the remote door lock receiver. INSTALLATION PROCEDURE 1. Connect the electrical connector. 2. Install the receiver through the access hole. Snap the mounting tabs into place. 3. Install the rear compartment lamp housing. 4. Reprogram the new receiver to transmitters. See: Testing and Inspection/Programming and Relearning Page 1079 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 2549 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 2143 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 6611 1. Clean the interior and exterior of the master cylinder, the secondary piston (1), and the return spring in denatured alcohol, or equivalent. 2. Inspect the master cylinder bore, inlet and outlet ports, the secondary piston (1), and the return spring for cracks, scoring, pitting, and/or corrosion. Replace the master cylinder if any of these conditions exist. 3. Dry the master cylinder and the individual components with non-lubricated, filtered air. 4. Lubricate the master cylinder bore, the secondary piston (1), the return spring, and all of the individual overhaul components with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 5. Assemble the lubricated, new primary seal (6) and retainer, and new secondary seal (5) onto the secondary piston. 6. Install the lubricated return spring and secondary piston assembly (1) into the cylinder bore. 7. Install the lubricated, new primary piston assembly (2) into the cylinder bore. 8. Using a smooth, round-ended tool, depress the primary piston (2) and install the new piston retainer. 9. Install the master cylinder reservoir to the master cylinder. 10. Install the reservoir cap and diaphragm to the reservoir. 11. Install the master cylinder to the vehicle. Page 3565 Body Control Module: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 11008 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7093 1. Install the relay (2) in the same position as removed. 2. Install the electrical center cover. Page 949 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) 2 Replacement TOOLS REQUIRED J 39194-B Oxygen Sensor Socket REMOVAL PROCEDURE (HO2S2) The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Disconnect the sensor electrical connector. IMPORTANT: A special anti-seize compound is used on the heated oxygen sensor threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and if for any reason is to be reinstalled, the threads must have anti seize compound applied before reinstallation. 4. Carefully back out the heated oxygen sensor, using a J 39194-B. INSTALLATION PROCEDURE (HO2S2) 1. Coat the threads of heated oxygen sensor/catalyst monitor with anti-seize compound P/N 5613695, or equivalent if necessary. NOTE: Refer to Fastener Notice in Service Precautions. Page 2239 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Page 5876 through the cooler. ^ Converter bearing noise determined by noise from the bell housing area in Drive or Reverse at idle. The noise is gone in Neutral and Park. ^ If silicon from the viscous clutch is found in the lower pan (4T80-E ONLY). Disclaimer Diagram Information and Instructions Headlamp Switch: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Locations Fuel Pump Relay: Locations FUEL PUMP RELAY Underhood Fuse Block (Part 1) Page 1326 Power Window Switch: Service and Repair Rear Door REMOVAL PROCEDURE 1. Use a flat bladed tool in order to remove the power window switch (3) from the door trim panel. Push in and lift up at the side of the switch. 2. Disconnect the electrical connector (2) from the power window switch (3). 3. Remove the power window switch bezel (1) from the power window switch (3) by releasing the retainers with the flat bladed tool. INSTALLATION PROCEDURE 1. Install the bezel (1) to the power window switch (3) by pressing it into the retainers until fully seated. 2. Connect the electrical connector (2) to the power window switch (3). 3. Install the power window switch (3) to the door trim panel by pressing it until fully seated. Page 7079 Underhood Fuse Block (Part 2) Page 941 Equivalents - Decimal And Metric Part 1 Service and Repair Evaporative Emissions Hose: Service and Repair EVAP HOSES/PIPES REPLACEMENT - CHASSIS/CANISTER REMOVAL PROCEDURE NOTE: If necessary, remove rust or burrs from the fuel pipes with an emery cloth. Use a radial motion with the fuel pipe end in order to prevent damage to the O-ring sealing surface. Use a clean shop towel in order to wipe off the male tube ends. Inspect all the connections for dirt and burrs. Clean or replace the components and assemblies as required. 1. Disconnect the EVAP purge pipe from the EVAP canister purge valve. 2. Plug the EVAP canister purge valve and EVAP purge pipe to prevent contamination. 3. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 4. Disconnect the EVAP purge pipe from the EVAP canister. 5. Plug the EVAP purge line and EVAP canister to prevent contamination. 6. Remove the exhaust heat shield. 7. Remove the fuel pipe bundle mounting bolts from the body clips. 8. Remove EVAP purge pipe from the body clips. OnStar(R) - Re-establishing OnStar(R) Communications Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 5973 2. Once the valve is removed, inspect for any scratching or scoring. 3. If any scratching or scoring is found, then the fingernail test will need to be performed. Important: It has been found that in most cases that the scratches are not severe enough to catch your fingernail. 4. Using your fingernail, move over any scratches to see if your nail will catch on the scratch or score. - If your nail catches in the scratches, the valve will need to be replaced. - If your nail does not catch in the scratches, continue with the next step. 6. Important: Clean the valve body with the machined side down so debris may escape. 7. Clean the valve and bore using brake cleaner. 8. Blow off with shop air. 9. To verify free movement of the valve, dip the valve into clean ATF and install the valve back into the appropriate bore. The valve should move freely. If the valve moves freely, in most cases the valve body will function properly when reinstalled. 10. Reassemble and retest Warranty Information For vehicles repaired under warranty, use the table. Page 7755 4. Place the J 33023-A on the clutch rotor. 5. Install the J 41552 down into the inner circle of slots in the rotor. Turn the compressor pulley puller clockwise in the slots to engage the puller tangs with the rotor. 6. Hold the compressor pulley puller in place and use a wrench to turn the center forcing screw against the puller pilot to remove the clutch rotor and bearing assembly. Page 687 Turn Signal Switch: Service and Repair Multifunction Turn Signal Lever Replacement - On Vehicle Removal Procedure Caution: Refer to SIR Caution in Service Precautions. 1. Disable the Supplemental Inflatable Restraints (SIR). 2. Remove the steering column trim cover. 3. Remove the mounting screw (1) from the multifunction switch (2). 4. Remove the multifunction switch (1) from the column (2). 5. Disconnect the electrical connectors (3) from the multifunction switch (1). Installation Procedure 1. Connect the electrical connectors to the multifunction switch (1). 2. Position the multifunction switch (1) on the steering column (2) while depressing the spring loaded horn pin. Page 9103 7. Install the door lock cylinder rod to the front door lock cylinder (4). 8. Install the front door water deflector. Page 6270 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 418 Oil Level Sensor For ECM: Diagrams Engine Oil Level Switch Page 7941 Repairs and Inspections Required After a Collision: Service and Repair Seat Belt System REPAIRS AND INSPECTIONS REQUIRED AFTER A COLLISION CAUTION: Restraint Systems can be damaged in a collision. To help avoid injury and ensure that all parts in need of replacement are replaced: ^ Replace any seat belt system that was in use during the collision serious enough to deploy any automatic restraint device such as air bags and seat belt pretensioners. This not only includes seat belt systems in use by people of adult size, but seat belt systems used to secure child restraints, infant carriers and booster seats, including LATCH system and top tether anchorages. ^ Replace any seat belt system that has torn, worn, or damaged components. This not only includes adult seat belt systems, but built-in child restraints and LATCH system components, if any. ^ Replace any seat belt system if you observe the words "REPLACE" or "CAUTION", or if a yellow tag is visible. Do not replace a seat belt if only the child seat caution label is visible. ^ Replace any seat belt system if you are doubtful about its condition. This not only includes adult seat belt systems, but built-in child restraints, LATCH system components, and any restraint system used to secure infant carriers, child restraints, and booster seats. Do NOT replace single seat belt system components in vehicles that have been in a collision as described above. Always replace the entire seat belt system with the buckle, guide and retractor assembly, which includes the latch and webbing material. After a minor collision where no automatic restraint device was deployed, seat belt system replacement may not be necessary, unless some of the parts are torn, worn, or damaged. Page 8963 2. Position the end of the torque rod (5) to a higher adjusting notch in order to obtain the following results: * Decrease the amount of effort needed in order to raise the compartment lid. * Increase the amount of effort needed in order to close the compartment lid. Page 4199 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 9744 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 4028 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3180 Page 10006 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 769 Coolant Temperature Sensor/Switch (For Computer): Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Instruments - GPS System Performance Degradation Antenna, Navigation: Customer Interest Instruments - GPS System Performance Degradation Info - Global Position Sensor (GPS) Performance Degradation # 00-08-46-003B - (Feb 9, 2005) Models: 1996-2005 Passenger Cars and Trucks 2002-2005 Saturn Vehicles with Navigation Systems and/or OnStar(R) This bulletin is being revised to include additional information. Please discard Corporate Bulletin Number 00-08-46-003A (Section 08 - Body and Accessories). Navigation and OnStar(R) systems require a GPS antenna in order to function properly. This antenna may be located inside the vehicle. If the GPS antenna is located inside the vehicle, performance of the system may be compromised by window tinting film. If the GPS system performance is in question and the vehicle has window tinting, a quick diagnostic check can be made by temporarily moving the GPS antenna to an external vehicle surface, such as the decklid or roof. If the GPS function of the navigation or On Star(R) system operates normally with the antenna relocated the repair would not be considered a warranty repair. The subsequent repair procedure or GPS placement would be up to the customer. Some vehicles have the GPS antenna located on the rear window shelf Objects placed on the rear window shelf such as tissue boxes, books, dolls, etc,, also have the potential to interfere with GPS performance. Warranty Information Repairs made to the vehicle navigation and/or OnStar(R) system, which are the result of window tinting, are not considered warranty repairs. Disclaimer Page 4906 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Page 5864 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 10166 Dimmer Switch: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Service and Repair Cowl Moulding / Trim: Service and Repair Air Inlet Grille Panel Replacement Tools Required J 38778 Door Trim Pad and Garnish Clip Remover Removal Procedure 1. Open the hood. 2. Remove the wiper arm assemblies. 3. Disconnect the washer tubing from the air inlet screen. 4. Using J 38778, remove the air inlet grille panel push-in retainers (1) from the panel. 5. Remove the air inlet grille panel from the vehicle. Installation Procedure 1. Position the air inlet grille panel to the vehicle. 2. Install the air inlet grille panel push-in retainers (1) to the panel. 3. Connect the washer tubing to the air inlet panel. 4. Install the wiper arms and blade assemblies. 5. Close the hood. Page 3157 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 3334 Various symbols are used in order to describe different service operations. Page 4218 Conversion - English/Metric Page 8339 Wheel Drive Shaft Inner Joint and Seal Replacement Constant Velocity Joint: Service and Repair Wheel Drive Shaft Inner Joint and Seal Replacement Wheel Drive Shaft Inner Joint and Seal Replacement - Tools Required J 35566 Drive Axle Seal Clamp Pliers - J 35910 Drive Axle Seal Clamp Pliers - J 38868 Stub Shaft Removal - J 6125 Impact Slide Hammer - J 8059 Snap Ring Pliers Disassembly Procedure Important: The transaxle stub shaft may disengage from the transaxle during halfshaft tripot removal. If this condition occurs, transaxle fluid may leak from the transaxle through the stub shaft location. 1. Perform the following steps if the transaxle stub shaft has disengaged into the female tripot housing on removal from transaxle. Important: Never reuse the old snap ring. 2. Remove the snap ring from the stub shaft. Discard the snap ring. 3. Connect J 38868 to the snap ring groove on the stub shaft. Connect J 6125 to the stub shaft removal tool. 4. Use the slide hammer to remove the shaft from the tripot housing. 5. Install new snap rings onto the stub shaft. Notice: Do not cut through the wheel drive shaft inboard seal during service. Cutting through the seal may damage the sealing surface of the housing and the tripot bushing. Damage to the sealing surface may lead to water and dirt intrusion and premature wear of the constant velocity joint. 6. Remove the small seal retaining clamp from the halfshaft bar (1) with side cutters. Discard the seal retaining clamp. 7. Remove the larger seal retaining clamp from the tripot joint with side cutters. Dispose of the large seal retaining clamp. 8. Separate the seal from the trilobal tripot bushing at the large diameter. 9. Slide the seal away from the joint along the bar (1). 10. Remove the housing from the tripot joint spider and the bar (1). 11. Spread the spacer ring (2) using J 8059. 12. Slide the spacer ring (3) and the spider assembly (2) back on the bar (4). 13. Remove the retaining ring (1) from the groove on the bar (4). Page 6317 7. Remove the 4 EBCM to BPMV screws. Important: ^ Do not pry apart using a tool. Be careful not to damage the BPMV surface. ^ Care must be taken not to damage the solenoid valves when the EBCM is removed from the BPMV. 8. Remove the EBCM (1) from the BPMV (2) by gently pulling apart until separated. Installation Procedure 1. Clean the EBCM gasket and the BPMV surface with alcohol using a clean rag. 2. Install the EBCM (1) to the BPMV (2). Notice: Refer to Fastener Notice in Service Precautions. 3. Install the 4 screws that attach the EBCM (1) to the BPMV (2). ^ Tighten the screws to 5 Nm (44 inch lbs.). Page 2756 Engine Control Module: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 4215 Equivalents - Decimal And Metric Part 1 Page 8743 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Engine - Oil Leaks From Front Crankshaft Seal Front Crankshaft Seal: Customer Interest Engine - Oil Leaks From Front Crankshaft Seal Bulletin No.: 07-06-01-023 Date: December 05, 2007 TECHNICAL Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil Seal Installer Tool EN-48869) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the information shown is correct before using this bulletin. If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. Condition Some customers may comment on external oil leakage. Correction Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Specifications Oil Pressure Sender: Specifications Engine Oil Pressure Indicator Switch ....................................................................................................................................................... 16 Nm (12 ft. lbs.) Body - Water Leaks to Interior/Trunk Tail Lamp: Customer Interest Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Page 1008 Transmission Position Switch/Sensor: Specifications Park/Neutral Position Switch to Case ....................................................................................................................................................... 24 Nm (18 ft. lbs.) Page 5170 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2182 Intake Manifold: Service and Repair Upper Intake Manifold Replacement Intake Manifold Replacement- Upper Removal Procedure 1. Remove the top half of the air cleaner assembly. 2. Drain the cooling system. 3. Remove the brake vacuum pipe at the plenum. 4. Disconnect the fuel pressure regulator vacuum hose (1) from the fuel pressure regulator (3) and the PCV valve (2). 5. Remove the electronic ignition coil and module assembly. 6. Remove throttle cable bracket with cables. 7. Remove the EVAP canister purge solenoid. Page 608 2. Remove the AIR BAG fuse from the panel. 3. Remove the three screws attaching the lower steering column cover to the steering column. 4. Remove the upper steering column cover. 5. Remove the two screws that attach the IP cluster bezel to the IP. 6. Using a small flat-blade screwdriver, gently pry out and remove the IP cluster trim plate from the IP. 7. Disconnect the electrical connectors from the other switches in the trim plate. 8. Disconnect the electrical connector from the hazard warning switch. 9. Using a small flat-blade screwdriver, carefully push in on the tabs to release the hazard warning switch from the IP cluster trim plate. 10. Remove the hazard warning switch by pushing in an outward motion on the switch while holding onto the IP cluster trim plate. 11. Install the new hazard warning switch by pushing in an inward motion on the switch while holding onto the IP cluster trim plate. Push inward on the switch until it is fully seated into the IP cluster trim plate. Horizontal Motor Horizontal Motor Brake Drum Replacement Brake Drum: Service and Repair Brake Drum Replacement Brake Drum Replacement ^ Tools Required ^ J 41013 Rotor/Drum Flange Resurfacing Kit ^ J 42450-A Hub Cleaning Kit Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Mark/index the relationship of the wheel to the axle flange. 3. Remove the tire and wheel assembly. 4. Index the relationship of the drum to the axle flange. Notice: Do not pry against the splash shield or backing plate in attempt to free the drum. This will bend the splash shield or backing plate. A bent backing plate may cause brake chatter and/or pulsation. 5. Remove the brake drum. Complete the following steps if difficulty is encountered when removing the brake drum: 5.1. Remove the retainer clips. 5.2. Verify that the parking brake is released. 5.3. Use a rubber mallet in order to tap gently on the outer rim of the drum and/or around the inner drum diameter by the spindle. Do not use excessive force, which may deform the drum. Installation Procedure 1. Use the J 42450-A to clean the hub. 2. Clean the mating surface on the inside of the brake drum. Using the J 41013. 3. Install the brake drum. Align the marks made during the brake drum removal. 4. Install the tire and wheel assembly. 5. Lower the vehicle. Page 7011 Fuse Block Left IP, C1 Part 2 Page 6663 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 6865 Fuse Block Underhood, C6 Fuse Block Underhood, C7 Page 6934 Underhood Fuse Block (Part 2) Page 2441 Spark Plug: Service and Repair Spark Plug Replacement REMOVAL PROCEDURE NOTE: Observe the following service precautions: ^ Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads. ^ Clean the spark plug recess area before removing the spark plug. Failure to do so can result in engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug. ^ Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either hotter or colder than those specified for the vehicle. Installing spark plugs of another type can severely damage the engine. 1. Turn OFF the ignition. 2. Remove the spark plug wires from the spark plugs. 3. Remove the spark plugs from the engine. INSTALLATION PROCEDURE NOTE: It is important to check the gap of all new and reconditioned spark plugs before installation. Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor engine performance and may even damage the engine. 1. Gap the spark plugs to the specifications. Refer to Ignition System Specifications. Page 5651 Fluid - A/T: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Page 10018 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Diagram Information and Instructions Speaker: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 9586 Electrical Symbols Part 4 Page 8745 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 10299 Electrical Symbols Part 3 Page 7775 Compressor Clutch Hub: Service and Repair Compressor Clutch Plate/Hub Assembly Replacement TOOLS REQUIRED ^ J 33027-A Clutch Hub Holding Tool ^ J 33013-B Hub and Drive Plate Remover and Installer REMOVAL PROCEDURE 1. Remove the drive belt. 2. Raise and support the vehicle. 3. Remove the right front fender liner. 4. Install the J 33027-A, to hold the clutch hub and drive plate in place. 5. Remove the compressor shaft nut. 6. Install the J 33013-B into the hub. 7. Hold the outer body of J 33013-B using a wrench. 8. Turn the center screw in order to remove the compressor clutch. 9. Remove the shaft key and retain for reassembly. INSTALLATION PROCEDURE Page 2329 Electrical Symbols Part 4 Page 9733 Electrical Symbols Part 1 Testing and Inspection Wiper Switch: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Wiper and Washer Systems/Testing and Inspection. Page 1086 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 10868 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Engine Controls - MIL ON/Multiple DTC's Set Intake Air Temperature (IAT) Sensor: All Technical Service Bulletins Engine Controls - MIL ON/Multiple DTC's Set File In Section: 06 - Engine/Propulsion System Bulletin No.: 02-06-03-005 Date: June, 2002 TECHNICAL Subject: Service Engine Soon Light With Stored Codes P0112, P0113, P1111 or P1112 (Replace IAT Sensor Connector) Models: 1997-2002 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1) Condition Some customers may comment that the service engine soon light is on. The TECH 2 will show stored diagnostic trouble codes P0112, P0113, P1111, or P1112. Cause This condition may be caused by a broken wire at the intake air temperature (IAT) sensor connector. The break may not be readily apparent as the insulation may be intact. Correction If routine diagnosis leads to a broken wire at the IAT sensor connector, replace the connector as follows: 1. Remove the tape from the engine harness convoluted tube where the IAT circuit wires join the main engine harness. 2. Locate/isolate the 2 IAT wires within the engine harness. 3. Disconnect the IAT connector from the IAT sensor. 4. Remove the tape from the IAT and MAF (mass air flow) sensor wires to allow removal of the IAT wires. Important: Before cutting the IAT circuit wires, it will be necessary to determine the proper length. You need to add 38 mm - 50 mm (1.5 in - 2.0 in) to the length of the wire going to the IAT. Also, when cutting the IAT circuit wires, it is important that the wires are cut in a manner that will not create a large mass. Stagger the cuts and install the connector kit. Original connector cavity "A" has a red wire and cavity "B" has a tan wire. Make sure cavity "A" and cavity "B" wires on the replacement pig tail connector match "A" and "B" wires on the engine harness. This will provide strain relief and prevent recurrence of this concern. 5. After staggered cuts are made on the IAT wires in the engine harness, strip a small amount of the insulation from both wires and install the kit butt connectors to the bare IAT wires by crimping both. 6. Stagger the cuts on the pig tail wires to match the IAT engine harness wires. 7. Strip a small amount of the insulation from the pig tail IAT wire ends. Install and crimp both wires into the open end of the butt connectors that were installed on the engine harness IAT wires. 8. Heat shrink both IAT butt connectors and let the wires cool off. 9. After cool down is completed, the harness can be neatly taped with electrical tape. 10. Install the IAT connector on the IAT sensor. 11. Clear the codes. Page 3253 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Power Sunroof Express Module Replacement Sunroof / Moonroof Module: Service and Repair Power Sunroof Express Module Replacement REMOVAL PROCEDURE 1. Close the sunroof. 2. Remove the headliner, as necessary. 3. Disconnect the wire harness connectors from both ends of the express module (8). 4. Remove the nylon tie straps from the express module (8). 5. Remove the express module (8) from the sunroof module by sliding the express module towards the right of the vehicle. INSTALLATION PROCEDURE Page 886 Equivalents - Decimal And Metric Part 1 Locations Underhood Fuse Block (Part 1) Page 135 1. Position the horn relay (1) to the underhood electrical center pressing in until fully seated. 2. Install the underhood electrical center cover. 3. Close the hood. Procedures Body Control Module: Procedures 1. The Body Control Module (BCM) must be programmed with the proper RPO configurations. The BCM stores the information regarding the vehicle options and if the BCM is not properly configured with the correct RPO codes, the BCM will not control all of the features properly. Ensure that the following conditions exist in order to prepare for BCM programming: ^ The battery is fully charged. ^ The ignition switch is in the ON position. ^ The data link connector (DLC) is accessible. 2. To setup a new BCM, access the SPECIAL FUNCTIONS menu on the scan tool to program the BCM. Select NEW BCM SETUP and follow the instructions on the scan tool. 3. If the BCM fails to accept the program, perform the following steps: ^ Inspect all BCM connections. ^ Verify that the scan tool has the latest software version. Passlock(TM) Learn Procedures IMPORTANT: If any module is replaced, programming the module must be done prior to performing the Passlock(TM) Learn procedure. Perform the Learn Procedure if any of the following components have been replaced: ^ The Passlock(TM) sensor Refer to Programming Theft Deterrent System Components in Theft Deterrent for the proper procedure. ^ The Body Control Module (BCM) ^ The Powertrain Control Module (PCM) Refer to Powertrain Control Module (PCM) Programming in Computers and Control Systems for the proper procedure. IMPORTANT: After programming, perform the following to avoid future misdiagnosis: 1. Turn the ignition OFF for 10 seconds. 2. Connect the scan tool to the data link connector. 3. Turn the ignition ON with the engine OFF. 4. Use the scan tool in order to retrieve History DTCs from all modules. 5. Clear all history DTCs. Page 10915 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 8342 Diagnostic Tips Review # 2 - Delphi Legacy Navigation Radio Page 3944 Body Control Module Schematics: Controls Page 3795 Electrical Symbols Part 4 Page 663 12. Connect the electrical connector to the hazard warning switch. 13. Connect the electrical connectors to the other switches in the trim plate. 14. Position and align the IP cluster trim plate to the IP and carefully press into place. 15. Install the two screws that attach the IP cluster bezel to the IP. Tighten Tighten to 2 N.m (18 lb in). 16. Install the upper steering column cover to the steering column. 17. Position the lower steering column cover to the upper cover and install the three attaching screws. Tighten Tighten to 2 N.m (18 lb in). 18. Install the AIR BAG fuse in the panel and install the cover. 19. Turn the ignition switch to the ON position and verify that the AIR BAG light flashes seven times and goes out. Verify hazard warning switch operation. Alero, Cutlass 1. Remove the hazard warning switch bezel from the IP using a small flat-bladed tool to release the retainers. Important: Both retainers must be released at the same time in order to remove the air outlet in the next step. 2. Using two flat-blade screwdrivers (2), carefully release the two retainers that attach the IP center air outlet (1). With both retainers released, pull Within an Electrical Center Relay Box: Service and Repair Within an Electrical Center TOOLS REQUIRED J 43244 Relay Puller Pliers REMOVAL PROCEDURE 1. Remove the electrical center cover. 2. Locate the relay. Refer to Electrical Center Identification Views to locate the electrical center where the relay exists. IMPORTANT: ^ Always note the orientation of the relay. ^ Make sure the electrical center is secure, as not to put added stress on the wires or terminals. 3. Using the J 43244 (1) position the tool on opposing corners of the relay (2). NOTE: Use J 43244 to pull the relay straight out from the electrical center terminals. The use of pliers or a flat bladed tool could damage the electrical center. 4. Remove the relay (2) from the electrical center. INSTALLATION PROCEDURE Page 10757 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 3766 Steps 9-11 Page 3196 Electrical Symbols Part 4 Page 6338 Page 2303 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6597 2. Install the 2 bolts (1) attaching the BPMV bracket (2) to the frame. ^ Tighten the bolts to 25 Nm (18 ft. lbs.). 3. Install the EBCM/BPMV assembly (3) to the vehicle. 4. Install the BPMV retaining nut (2). ^ Tighten the retaining nut to 10 Nm (7 ft. lbs.). 5. Connect the EBCM harness connector (2) to the EBCM (1). Page 9375 Front Vertical Motor Page 10746 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 6018 For vehicles repaired under warranty, use the table. Disclaimer Page 224 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Page 4953 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 8932 2. Install the hood side bumper (1) to the fender. 3. Adjust the hood height by rotating the front hood bumpers clockwise/counterclockwise until the hood is flush with the front fender. Page 6903 C130 Page 2727 Conversion - English/Metric Page 3591 Body Control Module (BCM) C2 Part 1 Page 7424 1. Remove the strut assembly. 2. Mount the J 34013-B into the J 3289-20. 3. Install the strut assembly into the J 34013-B using the J 34013-88. 4. Compress the coil spring. 5. Remove the dust cap (1). 6. Remove the strut rod piston nut (2). 7. Release the compressed spring (10). 8. Remove the strut assembly from the J 34013-B. 9. Remove the following components from the strut: 9.1. The strut support (3) 9.2. The dust seal (4) 9.3. The spring seat (5) 9.4. The upper insulator (6) 9.5. The coil spring (10) 9.6. The spring bumper (7) 9.7. The lower insulator (9) Installation Procedure Page 4812 Electrical Symbols Part 1 Specifications Timing Chain: Specifications Timing Chain Dampener Bolt .............................................................................................................. ..................................................... 21 Nm (15 ft. lbs.) Page 8150 Disclaimer Page 2460 8. Remove the thermostat bypass pipe-to-throttle body nut. 9. Using the J 38185, reposition the hose clamp at the thermostat bypass pipe. 10. Disconnect the thermostat bypass pipe hose. 11. Remove the thermostat bypass pipe-to-engine front cover bolt. 12. Remove the thermostat bypass pipe. Installation Procedure Page 8648 9. Install the instrument panel closeout/insulator panel screws. Tighten Tighten the screws to 2 N.m (18 lb in). Parts Information Parts are available from any local auto parts store. The phone number for 3M(R) is 1-800-364-3577. Warranty Information For vehicles repaired under warranty, use the table shown. DISCLAIMER Page 2268 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Fuel System - Inaccurate Fuel Gauge Readings Fuel Gauge Sender: Customer Interest Fuel System - Inaccurate Fuel Gauge Readings File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-04-008D Date: April, 2003 Subject: Inaccurate or Erratic Fuel Gauge Reading, Fuel Pump Related Driveability Concerns (Install New Fuel Tank Sender) Models: 2000-03 Chevrolet Cavalier, Malibu 2000-03 Oldsmobile Alero 2000-03 Pontiac Grand Am, Sunfire 2000-01 Toyota Cavalier with Plastic Fuel Tanks This bulletin is being revised to add a model year and to change the Correction information as well as the part number. Please discard Corporate Bulletin Number 01-06-04-008C (Section 06 Engine). Condition Some customers may comment about inaccurate or erratic fuel gauge readings. A typical comment might be that it appears from the gauge reading that there is fuel available, yet the tank is nearly empty. Cause This condition may be the result of the corrosive effect of certain fuel blends on the contact surfaces of the fuel tank sender. Vehicles built between the VIN breakpoints shown. Vehicles built prior to VIN breakpoint shown. Correction Important: ^ When servicing the fuel tank module or the fuel sender, DO NOT replace both parts. Only replace the appropriate part to repair the customer's concern. ^ The complete fuel level sender assembly P/N 22683260 is no longer available through GMSPO. This assembly is now serviced by a fuel tank module P/N 88957239 (minus sender) and the fuel tank sender, P/N 22709333. These two parts are no longer sold as one unit and can only be purchased separately. ^ Dealers within the provinces of British Columbia, Quebec, New Brunswick and the State of Maine, should refer to Customer Satisfaction Campaign 00101, dated January, 2001. When fuel gauge diagnosis in the Service Manual indicates the cause to be the fuel tank sender, replace the existing sender with a new sender, P/N 22709333, with improved corrosion resistant wiper contacts. Page 3578 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 1145 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 4095 Electrical Symbols Part 3 Page 3003 Electrical Symbols Part 4 Page 2757 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1439 3. The noise may be an internal engine noise. Removing the drive belt and operating the engine for a brief period will verify the noise is related to the drive belt. When removing the drive belt(s) the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. Inspect all drive belt pulleys for pilling. Pilling is the small balls or pills or it can be strings in the drive belt grooves from the accumulation of rubber dust. 6. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misalign pulley using a straight edge in the pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation procedure for that pulley. 10. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. 12. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 14. Replacing the drive belt when it is not damaged or there is not excessive pilling will only be a temporary repair. Page 1047 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 8798 Disclaimer Page 3037 Manifold Absolute Pressure (MAP) Sensor Page 4296 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 642 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 5085 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Service and Repair Fluid Filter - A/T: Service and Repair Oil Filter and Seal Replacement - Tools Required J 6125-1B Slide Hammer - J 23129 Axle Boot Remover - J 36850 petroleum jelly Removal Procedure 1. Remove the transaxle oil pan. 2. Remove the oil filter. Use a long screwdriver in order to pry the oil filter neck out of the seal. 3. Check the oil filter seal for damage or wear. 4. As needed, remove the seal using the J 6125-1B and the J 23129. Installation Procedure 1. Install a new seal, as needed. Before installing, coat the new seal with a small amount of J 36850 or petroleum jelly. 2. Install a new filter into the case. 3. Install the transaxle oil pan. Page 3613 Camshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 4716 model and year. 16. Retest the fuel pressure with fuel pressure gauge, J 34730-1A or equivalent, to ensure adequate fuel pressure after the strainer is installed. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 8759 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 9592 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 5967 Page 8999 4. Install the front fender liner to front bumper fascia bolts. Tighten the bolts to 2 N.m (18 lb in). 5. Position the mud flap to the front fender, if equipped. 6. Install the front mud flap screws. Tighten the screws to 2 N.m (18 lb in). 7. Install the tire and wheel assembly. 8. Lower the vehicle. Page 10566 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Air Conditioning (A/C) Refrigerant Filter Installation Refrigerant Filter: Service and Repair Air Conditioning (A/C) Refrigerant Filter Installation TOOLS REQUIRED J 39400-A Halogen Leak Detector IMPORTANT: The filter, ACDelco P/N-1760 must be installed to the A/C evaporator tube (liquid line) between the condenser and the evaporator. The installation of this in-line filter eliminates the need for flushing the A/C system. 1. Recover the A/C refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Raise and support the vehicle. 3. Remove the right front fender liner. IMPORTANT: Immediately cap or tape the open end of the condenser and evaporator line in order to prevent contamination of the A/C system. 4. Remove the evaporator line bolt at the condenser fitting. It may be necessary to turn the wheel all of the way to the right. IMPORTANT: The ACDelco P/N-1760 will have an orifice contained in it. 5. Remove and discard the orifice tube. 6. Make 2 marks 38 mm (1 1/2 in) apart on the liquid line (1), approximately 50 mm (2 in) from the first line hanger and after the black foam line insulation. IMPORTANT: Do not allow metal burrs to drop into the liquid line. 7. Use a line cutter in order to cut the liquid line at the marked position (1). Remove any burrs. 8. Connect the evaporator line at the condenser fitting. NOTE: Refer to Fastener Notice in Service Precautions. 9. Install the evaporator hose bolt. Tighten Tighten the evaporator hose bolt to 25 N.m (18 lb ft). 10. Remove the following components from the A/C refrigerant filter: ^ The nuts ^ The ferrules ^ The O-rings IMPORTANT: Do NOT install the O-rings at this step. Page 5229 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 9368 Memory Positioning Systems: Description and Operation Driver Personalization Personal Choice Radio Controls With this feature the vehicle will recall the latest radio settings as adjusted the last time the vehicle was operated. Perform the following steps in order to Personalize the Personal Choice Radio Controls feature: 1. Press the Unlock button on key fob 1. 2. Turn the ignition to Run. 3. Select and Set all of the following settings: ^ AM/FM presets ^ Last tuned station ^ Volume ^ Tone ^ Audio source; Radio, Cassette or CD 4. Turn ignition Off. Repeat this procedure using key fob 2 to program the desired settings for driver 2. Additional Information For more information about the personalization feature, refer to the following description and operation: Refer to Radio/Audio System Description and Operation in Radio, Stereo, and Compact Disc for more information about the Personal Choice Radio Controls feature. Specifications Power Steering Line/Hose: Specifications Power Steering Hose Retainer Nut 37 ft. lbs. Power Steering Pressure Hose Fitting 20 ft. lbs. Power Steering Return Hose Fitting 20 ft. lbs. Page 7160 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Page 4765 3. Install the fuel filler pipe attaching screws to the fuel filler pipe access panel. Tighten The fuel filler pipe attaching screws to 10 N.m (89 lb in). 4. Connect the vapor recirculation line at the fuel filler pipe. 5. Install the fuel filler hose to the fuel tank and filler tube. 6. Inspect and make sure filler hose is fully seated on fuel tank port, and fuel filler pipe. 7. Make sure clamp is properly located on tank port between the bead and tank. Tighten Tighten the fuel tank filler pipe hose clamps to 3 N.m (27 lb in) 8. Lower the vehicle 9. Refill the fuel tank 10. Tighten the fuel filler cap 11. Reconnect the negative battery cable. Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging. 12. Inspect for fuel leaks using the following procedure: 12.1. Turn ON the ignition for 2 seconds. 12.2. Turn OFF the ignition for 10 seconds. 12.3. Turn ON the ignition. 12.4. Inspect for leaks. Page 7997 1. Install the SDM (5) to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the SDM mounting fasteners (1). Tighten Tighten the fasteners to 5.0 N.m (44 lb in). 3. Install the SDM harness connector (3) to the SDM (5). 4. Install the Connector Position Assurance (CPA) (2) to the SDM harness connector. 5. Position the carpet in order to cover the inflatable restraint Sensing and Diagnostic Module (SDM). 6. Install the passenger front carpet retainer. 7. Install the front passenger seat. 8. Enable the SIR system. Refer to Air Bag(s) Arming and Disarming. 9. If you replaced the SDM perform the following procedure in order to update the BCM with the new SDM part number: IMPORTANT: The AIR BAG indicator may remain ON after the SDM is replaced. After programming the SDM part number into the BCM cycle the ignition switch OFF and ON. This turns OFF the AIR BAG indicator and clears the DTC. 9.1. Install a scan tool. 9.2. Select the Special Functions option from the SIR Menu and press enter. 9.3. Select the Setup SDM Part Number in BCM option and press enter. 9.4. Follow the procedure on the scan tool display. 9.5. Cycle the ignition switch OFF and ON. Page 7337 Rear Knuckle Alignment Link: Service and Repair Rear Lateral Links and Trailing Arms Replacement (Rear) Rear Lateral Links and Trailing Arms Replacement (Rear) Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel. 3. Remove the link to knuckle bolt (1), nut (5) and washer (4). 4. Push the bolt (1 ) forward enough in order to provide link removal clearance. 5. Remove the link nut (6) at the rear suspension support (1). 6. Remove the rear lateral link (4). Installation Procedure 1. Install the rear lateral link (4). 2. Push the bolt (1) forward into the link (3). Page 6135 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 3816 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 10805 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 1637 Brake Bleeding: Service and Repair Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Manual) Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to prevent brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, you must perform the following steps: 3.1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 3.If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 3.2. With the rear brake pipe installed securely to the master cylinder, loosen and separate the front brake pipe from the front port of the brake master cylinder. 3.3. Allow a small amount of brake fluid to gravity bleed from the open port of the master cylinder. 3.4. Reconnect the brake pipe to the master cylinder port and tighten securely. 3.5. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 3.6. Loosen the same brake pipe to purge air from the open port of the master cylinder. 3.7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 3.8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the master cylinder. 3.9. With the front brake pipe installed securely to the master cylinder - after all air has been purged from the front port of the master cylinder loosen and separate the rear brake pipe from the master cylinder, then repeat steps 3.3-3.8. 3.10. After completing the final master cylinder port bleeding procedure, ensure that both of the brake pipe-to-master cylinder fittings are properly tightened. 4. Fill the brake master cylinder reservoir with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Ensure that the brake master cylinder reservoir remains at least half-full during this bleeding procedure. Add fluid as needed to maintain the proper level. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 6. Install a transparent hose over the end of the bleeder valve. 7. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 8. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 9. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. 10. Tighten the bleeder valve, then have the assistant slowly release the brake pedal. 11. Wait 15 seconds, then repeat steps 8-10 until all air is purged from the same wheel hydraulic circuit. 12. With the right rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the right rear hydraulic circuitinstall a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 13. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 14. With the left front wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left front hydraulic circuit install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 15. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 16. With the left rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left rear hydraulic circuit- install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 17. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 18. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 19. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 20. Slowly depress and release the brake pedal. Observe the feel of the brake pedal. 21. If the brake pedal feels spongy, repeat the bleeding procedure again. If the brake pedal still feels spongy after repeating the bleeding procedure, perform the following steps: 21.1. Inspect the brake system for external leaks. 21.2. Pressure bleed the hydraulic brake system in order to purge any air that may still be trapped in the system. 22. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. 23. If the brake system warning lamp remains illuminated. Refer to Symptoms - Hydraulic Brakes. Page 3076 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 178 Electrical Symbols Part 3 Page 10759 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 2459 Thermostat Bypass Hose: Service and Repair Thermostat Bypass Pipes Replacement ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the cooling system. 2. Carefully remove the throttle body air inlet duct. 3. Remove the spark plug wires at the left bank. 4. Using the J 38185, reposition the hose clamp at the thermostat housing. 5. Remove the upper radiator hose from the housing. 6. Disconnect the heater outlet hose from the thermostat bypass pipe (2). 7. Disconnect the throttle body inlet and outlet hoses from the thermostat bypass pipe (1). Page 3097 Electrical Symbols Part 2 Page 972 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 1290 Electrical Symbols Part 2 Page 6465 Bulletin Format ***REPAIR ORDER REQUIRED DOCUMENTATION Page 3985 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 4657 Fuel Pressure Regulator: Service and Repair REMOVAL PROCEDURE 1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. 2. Disconnect the fuel pressure regulator vacuum line. 3. Remove the fuel pressure regulator retaining screw. 4. Using a shop towel to catch any spilled fuel, lift and twist the fuel pressure regulator in order to remove the fuel pressure regulator from the fuel rail. 5. Remove the retainer and spacer bracket from the rail and discard. 6. Remove the fuel pressure regulator from the engine fuel return pipe. 7. Remove the fuel pressure regulator inlet O-ring and discard. INSTALLATION PROCEDURE CAUTION: Connect the fuel return line before tightening the regulator attaching screw in order to prevent the regulator from rotating. Rotation of the regulator could damage the retainer and spacer bracket and lead to a fuel leak at the regulator inlet. NOTE: ^ Do not use compressed air in order to test or clean a fuel pressure regulator as damage to the fuel pressure regulator may result. ^ Clean the fuel pressure regulator filter screen with gasoline if necessary. ^ Do not immerse the fuel pressure regulator in a solvent bath in order to prevent damage to the fuel pressure regulator. 1. Check the filter screen for contamination. If contaminated, replace the fuel pressure regulator. 2. Lubricate the new pressure regulator inlet O-ring with clean engine oil and install on the regulator inlet. 3. Install the fuel return pipe to the regulator. 4. Install the new retainer and spacer bracket into the slot on the fuel rail. NOTE: Refer to Fastener Notice in Service Precautions. Page 10503 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). CD Player - CD Cannot Be Inserted or Ejected Compact Disc Player (CD): All Technical Service Bulletins CD Player - CD Cannot Be Inserted or Ejected File In Section: 08 - Body and Accessories Bulletin No.: 01-08-44-011 Date: October, 2001 TECHNICAL Subject: CD Cannot Be Inserted Into CD Player or Ejected (Reset Radio) Models: 2002 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2002 Oldsmobile Alero, Intrigue, Silhouette 2002 Pontiac Montana Condition Some customers may comment that they cannot insert a CD into, or eject a CD from, the CD player portion of the radio. In addition, some customers may comment that this condition occurred after battery power had been lost and then restored. Cause A momentary voltage surge when restoring battery power may have caused the radio to lose its ability to identify the presence of the CD hardware. Correction To reset the radio, remove the fuse that supplies power to the audio system for a minimum of 30 seconds, then reinstall it. Warranty Information For vehicles repaired under warranty, use the table as shown. DISCLAIMER Page 2369 3. Install the timing chain dampener. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the timing chain dampener bolts. Tighten the timing chain dampener bolt to 21 Nm (15 ft. lbs.). 5. Align the crankshaft timing mark (2) to the timing mark on the bottom of the timing chain dampener (1). 6. Hold the camshaft sprocket with the timing chain hanging down. 7. Install the timing chain to the crankshaft gear. 8. Align the timing mark on the camshaft gear (4) with the timing mark on top of the timing chain dampener (3). 9. Align the dowel in the camshaft with the dowel hole in the camshaft sprocket. 10. Draw the camshaft sprocket onto the camshaft using the mounting bolt. Page 10222 For vehicles repaired under the terms of this special policy, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special policy condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12 for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs for the special policy condition are to be submitted prior to or by January 31, 2006 for 1999-2000 vehicles and May 31, 2007 for 2001-2002 vehicles. Repairs must have occurred within 10 years of the date the vehicle was originally placed in service, or 150,000 km (240,000 km), whichever occurs first. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductible), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Disclaimer Service Procedure The following procedure provides instructions for replacing the hazard warning switch located in the instrument panel (I/P). For additional information, refer to the Lighting subsection in the Body and Accessories section of the appropriate Service Manual or SI. Malibu 1. Remove the cover from the left side instrument panel (I/P) wiring harness junction block access panel. Page 4630 Various symbols are used in order to describe different service operations. Page 6315 Page 4254 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Electrical - Aftermarket Fuse Warning Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Page 9641 Electrical Symbols Part 2 Page 3060 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3167 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 5788 1. Install the new seal. Use the J41102. Lubricate the seal lip with a light wipe of transmission oil. Important: Carefully guide the axle shaft past the lip seal. Do not allow the shaft splines to contact any portion of the seal lip surface. 2. Install the two new snap rings on the stub shaft. 3. Install the stub shaft into the transmission. Use a mallet. 4. Install the drive axle assembly. 5. Lower the vehicle. 6. Inspect the oil level. 7. Inspect the shaft and the seal for leaks. Page 4998 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 8285 Disclaimer Page 2081 Engine Oil: Service and Repair Engine Oil and Oil Filter Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Position the oil drain pan under the engine oil drain plug. 3. Remove the engine oil drain plug. 4. Clean and inspect the engine oil drain plug. Repair or replace the plug if needed. 5. Clean and inspect the engine oil drain plug sealing surface on the oil pan. Repair or replace the oil pan if needed. 6. Remove the oil filter. 7. Clean and inspect the oil filter sealing area on the engine block. Repair or replace the oil filter sealing area if needed. Installation Procedure Page 1072 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 6828 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 9899 Electrical Symbols Part 2 Page 3447 Spark Plug: Service and Repair Spark Plug Replacement REMOVAL PROCEDURE NOTE: Observe the following service precautions: ^ Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads. ^ Clean the spark plug recess area before removing the spark plug. Failure to do so can result in engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug. ^ Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either hotter or colder than those specified for the vehicle. Installing spark plugs of another type can severely damage the engine. 1. Turn OFF the ignition. 2. Remove the spark plug wires from the spark plugs. 3. Remove the spark plugs from the engine. INSTALLATION PROCEDURE NOTE: It is important to check the gap of all new and reconditioned spark plugs before installation. Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor engine performance and may even damage the engine. 1. Gap the spark plugs to the specifications. Refer to Ignition System Specifications. Page 9906 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 1409 3. Install the spark plug wires 1, 3, and 5 to the engine right side spark plugs. 4. Install the spark plug wires to the retaining clip. 5. Install the spark plug wires 2, 4, and 6 to the engine left side spark plugs. 6. Install the spark plug wires to the retaining clips. Page 4210 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 571 Brake Light Switch: Service and Repair Stop Lamp Switch Replacement Removal Procedure 1. Remove the driver side sound insulator. 2. Remove the electrical connection. 3. Remove the brake switch (3), by grasping the brake switch and turning it 90 degrees counterclockwise while pulling toward the rear of the vehicle. Installation Procedure 1. Insert the stop lamp switch (3) into the retainer until the switch body is seated on the retainer. 2. Pull the brake pedal upward against the internal pedal stop. 3. Turn the switch 90 degrees clockwise in order to lock the switch into position. 4. Connect the electrical connector. Page 2316 Oil Level Sensor For ECM: Diagrams Engine Oil Level Switch Page 3071 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2870 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 1209 Equivalents - Decimal And Metric Part 1 Page 6831 Starter Motor: Service and Repair STARTER MOTOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Raise the vehicle. 3. Remove the lower closeout panel. 4. Remove the electrical leads from starter (4). 5. Remove flywheel inspection shield. 6. Remove the starter motor-to-engine bolts, then lower the starter. 7. Remove the starter. INSTALLATION PROCEDURE Page 7766 Compressor Clutch Coil: Service and Repair Compressor Clutch Coil Replacement TOOLS REQUIRED ^ J 33023-A Puller Pilot ^ J 8433 Compressor Pulley Puller ^ J 8433-3 Forcing Screw ^ J 33025 Clutch Coil Puller Legs ^ J 33024 Clutch Coil Installer REMOVAL PROCEDURE 1. Remove the drive belt. 2. Raise the vehicle. 3. Remove the right side wheelhouse splash shield. 4. Disconnect the electrical connector from the compressor. 5. Remove the compressor clutch plate and hub assembly. 6. Remove the compressor rotor and bearing assembly. 7. Mark the clutch coil terminal location on the compressor front head. 8. Install the following tools onto the A/C clutch coil: ^ J 8433-1 ^ J 8433-3 ^ J 33025 ^ J 33023-A 9. Tighten the center forcing screw of the puller bar until the A/C clutch coil comes off of the compressor. Page 2206 Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive nut onto the threaded shaft. Refer to the above illustration. Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block. Refer to the above illustration. Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon sleeve. Verify that the seal has seated properly. Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove the mandrel from the crankshaft hub. Refer to the above illustration. Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 9489 Front Door Window Glass Weatherstrip: Service and Repair Front Side Door Window Belt Outer Sealing Strip Replacement Sealing Strip Replacement - Front Door Window Belt Outer Removal Procedure 1. Remove the front door outer belt sealing strip screw (1) from the front door outer belt sealing strip (2). 2. Pull up on the rear of the front door outer belt sealing strip in order to release the strip from the retaining clips. 3. Slide the front door outer belt sealing strip (2) rearward to remove it from under the mirror. 4. Remove the front door outer belt sealing strip from the door. Installation Procedure 1. Position the front door outer belt sealing strip (2) to the door. 2. Slide the front of the sealing strip under the mirror. 3. Align the front door outer belt sealing strip clips to the slots in the door. Push down until an audible snap is heard at each retaining clip in order to engage the front door outer sealing strip (2) to the front door. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the front door outer belt sealing strip screw (1) to the front door outer belt sealing strip (2). Tighten the front door outer belt sealing strip screw to 1 N.m (9 lb in). Page 790 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 9853 Electrical Symbols Part 2 Page 976 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Instrument Panel - Rattle/Itching Noise Body Control Module: Customer Interest Instrument Panel - Rattle/Itching Noise File In Section: 08 - Body and Accessories Bulletin No.: 02-08-49-002 Date: May, 2002 TECHNICAL Subject: Dash Rattle/Itching Noise From Instrument Panel/Glove Box Area While Driving (Reposition Body Control Module (BCM) Bracket and Insulate Blower Motor Bolt Washer) Models: 2002 Chevrolet Malibu 2002 Oldsmobile Alero 2002 Pontiac Grand Am Built Prior to VIN Breakpoints 2C535843 or 2M137264 Condition Some customers may comment on a dash rattle/itching type noise from the instrument panel/glove box area while driving. Cause This condition may be caused by the BCM mounting bracket contacting the bolt head washer of the blower motor mounting bolts. Correction To correct this condition, follow the service procedure below: 1. Remove the screws retaining the instrument panel right side closeout/insulator panel. 2. Remove the instrument panel closeout/insulator panel. 3. Slide the BCM out of the BCM bracket. 4. Inspect for a contact point between the BCM bracket (2) and the blower motor screw head washer (1). 5. Reposition the BCM bracket (2) approximately 5 mm (0.2 in) down by pulling down on the BCM bracket (2) near the contact point. 6. Install one Electrical Moisture Sealant Patch, 3M(R) P/N 054007-06149 or equivalent, on the blower motor between the BCM bracket (2) and the blower motor screw head washer (1). 7. Reinstall the BCM into the BCM bracket (2). 8. Install the instrument panel right side closeout/insulator panel. Page 7222 Power Steering Pump: Service and Repair Power Steering Pump Replacement Power Steering Pump Replacement Removal Procedure 1. Remove the upper engine mount. 2. Remove the drive belt from the vehicle. 3. Remove the power steering hoses from the pump (1). 4. Remove the power steering pump mounting bolts (2). 5. Remove the power steering pump (1) from the vehicle. Installation Procedure 1. Install the power steering pump (1) to the engine. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the power steering pump mounting bolts (2). ^ Tighten the power steering pump mounting bolts to 34 Nm (25 ft. lbs.). ^ Install the power steering hoses to the pump. ^ Install the drive belt. ^ Install the upper engine mount. ^ Fill the power steering pump with power steering fluid. ^ Bleed the power steering system. Page 596 11. Disconnect the hazard warning switch electrical connector. 12. Using a small flat-blade screwdriver, carefully release the two retaining features on the mounting bracket and remove the hazard warning switch from the bracket. 13. Install the mounting bracket on the new hazard warning switch. 14. Connect the electrical connector to the new hazard warning switch and insert it through the center air outlet opening in the IP. 15. Position the switch and mounting bracket to the IP and install the two attaching screws through the center air outlet opening. Tighten Tighten to 3 N.m (27 lb in). 16. Through the instrument cluster opening in the IP, install the remaining hazard warning switch attaching screw. Tighten Tighten to 3 N.m (27 lb in). 17. Install the cluster in the IP. Install the four screws. Tighten Tighten to 2 N.m (18 lb in). 18. Connect the electrical connector to the trip reset switch. 19. Install the IP cluster trim panel to the IP and install the two screws. Tighten Tighten to 2 N.m (18 lb in). 20. Install the center air outlet in the IP. 21. Install the bezel on the hazard warning switch. 22. Verify hazard warning switch operation. Grand Am 1. Apply the parking brake. 2. Using a small flat-blade screwdriver, carefully remove the ignition switch bezel. Page 10901 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 5863 2. Remove the transmission from the vehicle. Refer to the appropriate SI document. Important: ^ Inspect all the transmission components for damage or wear. Replace all damaged or worn components. The parts shown above should be sufficient to correct this concern. ^ This condition does not normally require replacement of the transmission completely. Components such as clutches, valve body, pump and torque converters will NOT require replacement to correct this condition. Disassemble the transmission and replace the appropriate parts listed below. Refer to the Unit Repair Manual - Repair Instructions. 3. Reinstall the transmission in the vehicle. Refer to appropriate service information. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Page 7861 7. Install the New seal washer to the condenser end of the compressor hose. 8. Install the compressor hose and nut to the condenser. Tighten Tighten the nut to 25 N.m (18 lb ft). 9. Install the compressor hose bracket and bolt to the fan shroud. Tighten Tighten the bolt to 10 N.m (89 lb in). 10. Install the refrigerant pressure sensor O-ring to the new hose. Install the refrigerant pressure sensor to the new hose. 11. Evacuate and charge the Refrigerant system. Refer to Refrigerant Recovery and Recharging. 12. Leak test the fittings of the component using the J 39400-A. Page 5634 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 7252 1. Loosen the adjuster plug lock nut (1). 2. Turn the adjuster plug clockwise until the adjuster plug bottoms in the gear assembly. 3. Turn the adjuster plug back 50° to 70°(approximately one flat). Notice: Refer to Fastener Notice in Service Precautions. 4. Install the adjuster plug lock nut (1) to the adjuster plug. ^ Hold the adjuster plug stationary while tightening the adjuster plug lock nut (1) to 68 Nm (50 ft. lbs.). Rack and Pinion Inner Tie Rod Replacement - Off Vehicle Rack and Pinion Inner Tie Rod Replacement - Off Vehicle Disassembly Procedure 1. To remove the rack and pinion boot and the breather tube; refer to Rack and Pinion Boot and Breather Tube Replacement - Off Vehicle. Notice: The rack must be held during removal and installation of the inner tie rod in order to prevent damage to the rack. 2. Remove the shock dampener (2) from the inner tie rod assembly (5). 3. Slide the shock dampener (2) back on the rack (1). 4. Remove the inner tie rod assembly (5) from the rack assembly (1) as follows: 4.1. Place a wrench on flats of rack assembly (3). 4.2. Place another wrench on the flats of the inner tie rod housing (4). 4.3. Rotate the inner tie rod housing (4) counterclockwise until the inner tie rod (5) separates from the rack (1). Assembly Procedure Notice: Refer to Fastener Notice in Service Precautions. Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gage Fitting INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution and Fuel Gage Leak Caution in Service Precautions. NOTE: Clean all of the following areas before performing any disconnections in order to avoid possible contamination in the system: ^ The fuel pipe connections ^ The hose connections ^ The areas surrounding the connections IMPORTANT: Position the fuel pressure gage fitting to avoid contact with the belt. 1. Install the J 34730-1A with the J 34730-262 to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Refer to Fuel Storage Caution in Service Precautions. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool until all of the air is bled out of the gage. 6. Close the bleed valve on the fuel pressure gage. 7. Command the fuel pump ON with a scan tool. 8. Inspect for fuel leaks. REMOVAL PROCEDURE Page 9950 1. Install the fuel level sensor (1) by sliding the fuel level sensor down the slots on the lower housing. 2. Slide the upper reservoir into the lower reservoir (2) making sure the tabs lock. 3. Connect the 2 wires into the connector and lock the connector with the retaining clip. 4. Connect the fuel pump and fuel level sensor electrical connector and lock the connector with the retaining clip. 5. Install the fuel sender assembly. Page 4139 Fuel Tank Pressure (FTP) Sensor Rear Side Door Outside Handle Replacement Rear Door Exterior Handle: Service and Repair Rear Side Door Outside Handle Replacement Door Handle Replacement - Rear Outside Removal Procedure 1. Raise the window to the full up position. 2. Remove the rear door water deflector. 3. From the inside of the door, remove the nut and handle bracket. 4. Pivot the handle up to disengage it from the door. 5. Remove the door handle rod (2) from the door lock. 6. Remove the door handle (1) from the door. 7. Remove the door handle rod. Installation Procedure 1. Install the door handle rod (2) to the door handle (1). 2. Position the door handle in the door. Page 6179 Page 10962 3. Install the door window regulator handle bearing plate (1). 4. Position the door window regulator handle. 5. Push the door window regulator handle inward in order to secure the handle. Page 3866 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 5265 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 2545 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 7141 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 1549 1. Install the power steering return hose (3) to the vehicle. Notice: Refer to Installing Hoses Without Twists or Bends Notice in Service Precautions. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the power steering return hose (3) to the power steering gear (5). ^ Tighten the fitting to 27 Nm (20 ft. lbs.). 3. Install the power steering return hose (3) to the retainer (6). 4. Lower the vehicle. 5. Install the power steering return hose (3) to the power steering pump (1). ^ Tighten the fitting to 27 Nm (20 ft. lbs.). 6. Install the power steering hose retainer (2) and the retainer nut (1). ^ Tighten the nut to 5 Nm (45 inch lbs.). 7. Ensure that the power steering hose has sufficient clearance from the exhaust manifold. 8. Install the drive belt to the power steering pump pulley. 9. Bleed the air from the power steering system. Spark Plug Inspection Spark Plug: Service and Repair Spark Plug Inspection SPARK PLUG USAGE ^ Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to Ignition System Specifications for the correct spark plug. ^ Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following conditions: Spark plug fouling-Colder plug - Pre-ignition causing spark plug and/or engine damage-Hotter plug SPARK PLUG INSPECTION ^ Inspect the terminal post (1) for damage. Inspect for a bent or broken terminal post (1). - Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should NOT move. ^ Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following conditions: Inspect the spark plug boot for damage. - Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A spark plug boot that is saturated causes arcing to ground. Page 5219 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 4871 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 1028 Mass Air Flow (MAF) Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 5135 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 7077 RH IP Fuse Block OnStar(R) - Aftermarket Device Interference Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Page 324 Inflatable Restraint Sensing And Diagnostic Module: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Air Bag Systems / Testing and Inspection. Page 1689 Relay Box: Locations Underhood Junction Block Underhood Fuse Block (Part 1) Page 4946 Electrical Symbols Part 3 Page 3355 Electrical Symbols Part 3 Page 10744 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 10471 11. Disconnect the hazard warning switch electrical connector. 12. Using a small flat-blade screwdriver, carefully release the two retaining features on the mounting bracket and remove the hazard warning switch from the bracket. 13. Install the mounting bracket on the new hazard warning switch. 14. Connect the electrical connector to the new hazard warning switch and insert it through the center air outlet opening in the IP. 15. Position the switch and mounting bracket to the IP and install the two attaching screws through the center air outlet opening. Tighten Tighten to 3 N.m (27 lb in). 16. Through the instrument cluster opening in the IP, install the remaining hazard warning switch attaching screw. Tighten Tighten to 3 N.m (27 lb in). 17. Install the cluster in the IP. Install the four screws. Tighten Tighten to 2 N.m (18 lb in). 18. Connect the electrical connector to the trip reset switch. 19. Install the IP cluster trim panel to the IP and install the two screws. Tighten Tighten to 2 N.m (18 lb in). 20. Install the center air outlet in the IP. 21. Install the bezel on the hazard warning switch. 22. Verify hazard warning switch operation. Grand Am 1. Apply the parking brake. 2. Using a small flat-blade screwdriver, carefully remove the ignition switch bezel. Page 4185 Intake Air Temperature (IAT) Sensor: Service and Repair INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the IAT sensor electrical connector. 2. Carefully grasp the sensor and with a twisting and pulling motion, remove the IAT sensor from air intake duct. INSTALLATION PROCEDURE 1. Install the IAT sensor, snap the sensor into place. 2. Connect the IAT sensor electrical connector. Page 7864 6. Install a new seal washer on condenser end of the evaporator hose assembly. 7. Install the evaporator hose and bolt to the condenser. Tighten Tighten the fitting bolt to 25 N.m (18 lb ft). 8. Install the right front fender liner. 9. Lower the vehicle. 10. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 11. Leak test the fittings of the component using the J 39400-A Fuel System - Fuel Injector Maintenance Cleaning Fuel Injector: Technical Service Bulletins Fuel System - Fuel Injector Maintenance Cleaning Bulletin No.: 04-06-04-051B Date: January 04, 2006 INFORMATION Subject: Maintenance Cleaning of Fuel Injectors Models: 2006 and Prior All General Motors Passenger Cars and Trucks 2003-2006 HUMMER H2 2006 HUMMER H3 Supercede: This bulletin is being revised to add models and model years and update the name and part number of GM Fuel System Treatment. Please discard Corporate Bulletin Number 04-06-04-051A (Section 06 - Engine/Propulsion System). General Motors is aware that some companies are marketing tools, equipment and programs to support fuel injector cleaning as a preventative maintenance procedure. General Motors does not endorse, support or acknowledge the need for fuel injector cleaning as a preventative maintenance procedure. Fuel injector cleaning is approved only when performed as directed by a published GM driveability or DTC diagnostic service procedure. Due to variation in fuel quality in different areas of the country, the only preventative maintenance currently endorsed by GM regarding its gasoline engine fuel systems is the addition of GM Fuel System Treatment PLUS, P/N 88861011 (for U.S. ACDelco(R), use P/N 88861013) (in Canada, P/N 88861012), added to a tank of fuel at each oil change. Refer to Corporate Bulletin Number 03-06-04-030A for proper cleaning instructions. Disclaimer Page 6644 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 93 Sunroof / Moonroof Module: Service and Repair Power Sunroof Module Replacement REMOVAL PROCEDURE 1. Close the sunroof. 2. Remove the sunroof sunshade. 3. Remove the headliner. 4. Disconnect the sunroof module electrical connector from the sunroof module. 5. Disconnect the front and rear sunroof module drain hoses from the sunroof module. 6. With help from an assistant, support the sunroof module before removing the bolts. 7. Remove the sunroof module bolts from the sunroof module. 8. Remove the sunroof module from the vehicle through the door opening with an assistant. INSTALLATION PROCEDURE Page 11076 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 4476 EGR Valve: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Disconnect the EGR valve electrical connector. 3. Remove the bolt retaining the pipe assembly from the EGR valve and carefully pull the pipe assembly back. 4. Remove the EGR valve retaining bolts. 5. Remove EGR valve assembly. 6. Remove the gasket. 7. Clean the EGR valve mounting surface. INSTALLATION PROCEDURE 1. Install the EGR valve with a new gasket to the intake manifold. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the bolts through the EGR valve. Tighten Tighten the bolts to 30 N.m (22 lb ft). 3. Connect the pipe assembly to the EGR valve. 4. Install the bolt. Tighten Tighten the bolt to 25 N.m (18 lb ft). Page 3231 Electrical Symbols Part 1 Page 1995 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve to bleed fuel system pressure. 2. Place a shop towel under the fuel pressure gage adaptor fitting to catch any remaining fuel spillage. 3. Remove the J 34730-1A from the adaptor fitting. 4. Remove the J 34730-262. 5. Drain any fuel remaining in the fuel pressure gage into an approved container. 6. Install the cap on the fuel pressure connection. Page 9704 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 6344 Brake Bleeding: Service and Repair Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Manual) Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to prevent brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, you must perform the following steps: 3.1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 3.If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 3.2. With the rear brake pipe installed securely to the master cylinder, loosen and separate the front brake pipe from the front port of the brake master cylinder. 3.3. Allow a small amount of brake fluid to gravity bleed from the open port of the master cylinder. 3.4. Reconnect the brake pipe to the master cylinder port and tighten securely. 3.5. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 3.6. Loosen the same brake pipe to purge air from the open port of the master cylinder. 3.7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 3.8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the master cylinder. 3.9. With the front brake pipe installed securely to the master cylinder - after all air has been purged from the front port of the master cylinder loosen and separate the rear brake pipe from the master cylinder, then repeat steps 3.3-3.8. 3.10. After completing the final master cylinder port bleeding procedure, ensure that both of the brake pipe-to-master cylinder fittings are properly tightened. 4. Fill the brake master cylinder reservoir with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Ensure that the brake master cylinder reservoir remains at least half-full during this bleeding procedure. Add fluid as needed to maintain the proper level. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 6. Install a transparent hose over the end of the bleeder valve. 7. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 8. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 9. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. 10. Tighten the bleeder valve, then have the assistant slowly release the brake pedal. 11. Wait 15 seconds, then repeat steps 8-10 until all air is purged from the same wheel hydraulic circuit. 12. With the right rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the right rear hydraulic circuitinstall a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 13. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 14. With the left front wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left front hydraulic circuit install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 15. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 16. With the left rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left rear hydraulic circuit- install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 17. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 18. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 19. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 20. Slowly depress and release the brake pedal. Observe the feel of the brake pedal. 21. If the brake pedal feels spongy, repeat the bleeding procedure again. If the brake pedal still feels spongy after repeating the bleeding procedure, perform the following steps: 21.1. Inspect the brake system for external leaks. 21.2. Pressure bleed the hydraulic brake system in order to purge any air that may still be trapped in the system. 22. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. 23. If the brake system warning lamp remains illuminated. Refer to Symptoms - Hydraulic Brakes. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Diagram Information and Instructions Engine Control Module: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS OnStar(R) - Cellular Antenna Replacement Parts Global Positioning System Antenna: Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer General Information Vehicle Lifting: Service and Repair General Information CAUTION: ^ To help avoid personal injury, always use jack stands when you are working on or under any vehicle that is supported only by a jack. ^ To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist, support the vehicle with jack stands at the opposite end from which the components are being removed. NOTE: When you are jacking or lifting a vehicle at the frame side rails or other prescribed lift points, be certain that the lift pads do not contact the catalytic converter, the brake pipes or the fuel lines. If such contact occurs, vehicle damage or unsatisfactory vehicle performance may result. Automotive Lift And Jack Contact Points Before you begin any lifting procedure, be sure the vehicle is on a clean, hard, level surface. Be sure all the lifting equipment meets weight standards and is in good working order. Be sure all the vehicle loads are equally distributed and secure. If you are only supporting the vehicle at the frame side rails, make sure the lifting equipment does not put too much stress on or weaken the frame side rails. If you use any other hoisting methods than those called out, take special care not to damage the fuel tanks, the exhaust system or the underbody. Page 1115 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 1274 Transmission Position Switch/Sensor: Service and Repair PNP Switch Replacement Removal Procedure 1. Disconnect the switch electrical connector. 2. Remove the attaching bolts. 3. Remove the park/neutral position switch assembly. Installation Procedure Page 3906 9. Install the instrument panel closeout/insulator panel screws. Tighten Tighten the screws to 2 N.m (18 lb in). Parts Information Parts are available from any local auto parts store. The phone number for 3M(R) is 1-800-364-3577. Warranty Information For vehicles repaired under warranty, use the table shown. DISCLAIMER Page 10323 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 2908 Equivalents - Decimal And Metric Part 1 Page 4394 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 11081 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 7061 C301 C306 C400 Page 3274 Camshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Diagram Information and Instructions Center Mounted Brake Lamp: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 3289 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 9640 Electrical Symbols Part 1 Service and Repair Window Handle: Service and Repair Window Regulator Handle Replacement - Door Tools Required J 9886-01 Door Handle Clip Remover Removal Procedure 1. Remove the spring clip by inserting the J 9886-01 between the window regulator handle and the door window regulator handle bearing plate. 2. Pull the door window regulator handle (2) outward in order to remove the handle. 3. Remove the door window regulator handle bearing plate (1). Installation Procedure 1. Raise the window to the full up position. 2. Install the clip to the door window regulator handle (2). Page 2961 6. Lower the vehicle. 7. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 4581 8. If water appears in the fuel sample, clean the fuel system and replace the fuel in the vehicle. Refer to Fuel System Cleaning. IMPORTANT: Do not allow any substances other than gasoline, ethanol/gasoline blends, air, or acetone into the test ports of the fuel composition tester. Contaminants in the fuel composition tester could result in misdiagnosis. 9. Pour the fuel sample from the beaker (1) into the J 44175, until the level of the fuel is at the top of each fuel test port (2). 10. Observe the diagnostic LEDs on the fuel composition tester. If the red fuel diagnostic LED is illuminated, a fuel contamination condition exists. Refer to Fuel System Cleaning. 11. Measure the output frequency of the fuel composition tester. Fuel Composition Test Examples 12. Subtract 50 from the reading on the DMM to obtain the percentage of alcohol in the fuel sample. Refer to the examples in the table. 13. If the fuel sample contains more than 10 percent ethanol, replace the fuel in the vehicle. Page 3615 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 4175 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information A/T Control - DTC P0756 Diagnostic Tips Channel Plate: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Page 4116 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 3916 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 3624 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 7518 Acceptably Prepared (Cleaned-Up) Wheel Surface 6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially available tire sealant such as Patch Brand Bead Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat 7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel Removal and Installation in SI. Parts Information Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Page 9778 Important: With the availability of this new fuel level sender kit, DO NOT replace the complete fuel level sender assembly, P/N 22683260. To insure correct installation, follow the instructions contained in the kit and the service procedure in the applicable Service Manual Parts Information Parts are expected to be available from GMSPO on April 10, 2003. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 1102 Electrical Symbols Part 2 Page 6613 4. Carefully tap out the reservoir retaining pins. 5. Remove the reservoir from the master cylinder by pulling the reservoir straight up and away from the cylinder. 6. Remove the seals from the master cylinder. Installation Procedure 1. Inspect the reservoir (1) for cracks or deformation. If found, replace the reservoir. 2. Clean the reservoir with denatured alcohol, or equivalent. 3. Dry the reservoir with non-lubricated, filtered air. 4. Lubricate the new seals (2) and outer surface area of the reservoir-to-housing barrels with Delco Supreme II (R) GM P/N 12377967 or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. 5. Install the lubricated seals (2), make sure they are fully seated. 6. Install the reservoir (1) to the master cylinder by pressing the reservoir straight down on the master cylinder until the pin holes are aligned. Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 6781 Alternator: Service and Repair Generator Replacement The generator does not require periodic lubrication. The rotor shaft is mounted on bearings. Each bearing contains a permanent grease supply. Periodically check the mounting bolts for tightness, and the drive belt tension. The drive belt is self-adjusting, within the operating limits of the tensioner. Refer to Drive Belt Tensioner Diagnosis in Engine Mechanical - 3.1L. Unit Repair Service the CS-130D generator as a complete unit. Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the drive belt from generator. 3. Remove the generator electrical connections. 4. Remove the power steering line clip. 5. Remove the generator mounting nuts and bolts. 6. Remove the generator. Installation Procedure Page 2103 Engine Oil Level Switch Page 3859 Electrical Symbols Part 4 Spark Plug Gap Spark Plug: Specifications Spark Plug Gap Spark Plug Gap ................................................................................................................................... .................................................. 1.524mm (0.060 in) Page 4376 Electrical Symbols Part 4 Page 4017 Mass Air Flow (MAF) Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 10074 Conversion - English/Metric Page 901 Steps 1-9 Page 10724 3. Insert the key and turn the ignition switch to the ON position. 4. Place the gearshift lever in the LOW position. 5. Using a small flat-blade screwdriver, carefully disengage the accessory trim plate from the instrument panel (IP). 6. Disconnect the electrical connectors from the switches installed in the accessory trim plate. 7. Remove the three 7 mm hex head screws attaching the hazard warning switch mounting bracket to the accessory trim plate and remove the switch and bracket assembly. 8. Using a small flat-blade screwdriver, carefully depress the two retaining features on the side of the switch and remove the hazard warning switch from the bracket. 9. Install the new hazard warning switch in the mounting bracket. 10. Position the hazard warning switch and bracket assembly to the accessory trim plate and install the three attaching screws. Tighten Tighten to 3 N.m (27 lb in). 11. Connect the electrical connectors to the switches in the accessory trim plate. 12. Install the accessory trim plate to the IP and press into place until fully seated. 13. Place the gearshift lever in the PARK position. 14. Turn the ignition key to the OFF position and remove the key. Page 437 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Campaign - T/S/Hazard Switch Warranty Extension Technical Service Bulletin # 04098A Date: 060111 Campaign - T/S/Hazard Switch Warranty Extension Bulletin No.: 04098A Date: January 11, 2006 SPECIAL POLICY Subject: 04098 - Special Policy Adjustment - Turn Signal/Hazard Warning Flashers Models: 1999-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am Supercede: This bulletin is being revised to include 2001-2002 Chevrolet Malibu, Oldsmobile Alero, and Pontiac Grand Am vehicles. Due to part availability, it is anticipated that customers will not be notified until late April 2006. In the meantime, should a customer bring in a 2001-2002 Chevrolet Malibu, Oldsmobile Alero, or Pontiac Grand Am vehicle because the turn signal/hazard warning flashers are inoperative, repair the vehicle as described in this bulletin and submit the claim using the labor code found in this bulletin. Please discard all copies of bulletin 04098 issued December 2004. Condition Some customers of 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass may have turn signal/hazard flashers that become inoperative. Special Policy Adjustment This special policy covers the condition described above for a period of 10 years or 150,000 miles (240,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For 1999-2000 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after December 23, 2004 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to December 23, 2004 must be submitted to the Service Contract provider. For 2001-2002 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after January 11, 2006 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to January 11, 2006 must be submiffed to the Service Contract provider. Vehicles Involved Page 10763 Various symbols are used in order to describe different service operations. Page 2909 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 3441 Spark Plug: Specifications Spark Plug Torque 11 lb ft 15 Nm Page 3910 Electrical Symbols Part 1 Page 6437 13. Use a Dial Indicator to measure the rotor to verify the LRO is within specification. 14. If using, BENCH LATHE - DO NOT remove conical washers and lug nuts at this time. ON-CAR LATHE - You must remove adapter and install conical washers and lug nuts to retain rotor position. Important For Hubless rotor design, while removing the adapter, you must hold the rotor tight to the hub and install the top conical washer and lug nut first to ensure no debris falls between the surface while removing the adapter. Then, install the remaining conical washers and lug nuts. Otherwise, LRO will be comprised. 15. Perform Steps 1 through 7 on the opposite side of the vehicle (steps 1-12, if performing LRO). 16. Reinstall the rotors on both sides of the vehicle and perform the following steps: 1. Reinstall the calipers and pads. 2. Pump the brakes to pressurize the calipers. 3. Remove the lug nuts/conical washers. 4. Install and properly torque the wheels. Important It is critical to follow the star pattern wheel torque procedure and use the proper tools (torque stick or torque wrench) as referenced in SI. 17. Road test the vehicle to verify the repairs. Brake Lathe Calibration Procedure BRAKE LATHE CALIBRATION PROCEDURE Calibration of the brake lathe should be performed and recorded monthly or whenever post-service brake rotor LRO measurements are consistently reading above specification. BENCH-TYPE LATHE Use the following procedure to calibrate a Bench-type brake lathe: 1. After refinishing a rotor, loosen the arbor nut and while holding the inside bell clamp to keep it from rotating, rotate the rotor 180 degrees. 2. Retighten the arbor nut and set the dial indicator on the rotor using the same instructions as checking the run out on the vehicle. 3. Rotate the arbor and read the runout. 4. Divide the reading by two and this will give you the amount of runout the lathe is cutting into the rotor. Important If there is any runout, you will need to machine the inside bell clamp in place on the lathe (this procedure is for a Bench type lathe ONLY, DO NOT machine inside the bell clamp on an On-Car type lathe). Machining the Inside Bell Clamp (Bench Type Lathe Only) Any nicks or burrs on the shoulder of the arbor must be removed. An 80-grit stone can be used to accomplish this. Spray WD-40(R) on the shoulder and with the lathe running, hold the stone flat against the shoulder surface using slight pressure. When the burrs are gone, clean the surface. Burrs must also be removed from the hub of the inside bell clamp. This can be accomplished with the stone and WD-40(R). Keep the stone flat on the hub while removing the burrs. After removing the burrs, clean the hub. Place the bell clamp on the arbor of the lathe and use the small radius adapters first and then spacers to allow you to tighten the arbor nut to secure the bell clamp to the lathe. Position the tool bit in the left hand of the rotor truer so you can machine the face of the bell clamp. Machine the face of the bell clamp taking just enough off of it to cut the full face of the clamp the full 360 degrees. Before you loosen the arbor nut, match mark the hub of the bell clamp to the arbor and line up these marks before machining a rotor. A magic marker can be used to make the match marks. Machine a rotor and recheck the calibration. Repeat this procedure on all Inside Bell Clamps used. Service and Repair Wiper Arm: Service and Repair TOOLS REQUIRED J 39822 Wiper Arm Puller REMOVAL PROCEDURE 1. Turn the ignition switch to the ACCY position. 2. Set the wiper switch to the PULSE position. 3. Turn the ignition off when the wiper arms are in the innerwipe position and they are not moving. 4. Disconnect the washer hose from the wiper arm. 5. Remove the cover from the wiper arm nut. 6. Remove the wiper arm nut. 7. Using the J 39822, remove the wiper arm from the wiper transmission drive shaft. 8. Remove the wiper blade from the wiper arm. INSTALLATION PROCEDURE Page 2536 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 7675 Auxiliary Blower Motor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 10821 Defogger Schematics: Rear Defogger Diagrams Blower Motor Resistor Assembly - HVAC Systems - Manual Page 2548 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 4809 Locations View The fuel pump relay is located in underhood fuse block. The underhood fuse block is located left side of the engine compartment. Page 8340 Diagnostic Tips Review # 1 - Delphi Super Nav and Black Tie Nav Page 9463 Sunroof / Moonroof Switch: Description and Operation SUNROOF OPENING POSITION SWITCH/SUNROOF LIMIT SWITCHES The sunroof limit switches within the sunroof opening position switch, track the position of the glass through 2 limit switches: ^ Soft Stop limit ^ Vent Stop limit The sunroof control module monitors the limit switches and based on the inputs determines the position of the sunroof glass. As a limit switch closes, the 5 volt reference will be shorted to the sunroof limit switch low reference circuit, pulling the 5 volt reference to 0 volts. The sunroof control module understands the position of the sunroof glass based on the different input combinations from the sunroof limit switch range switch circuit and the sunroof limit switch soft stop signal circuit inputs. Page 4862 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 2112 19. Connect the negative battery cable. Diagram Information and Instructions Engine Control Module: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Weatherstrip Replacement - Front Door Opening Front Door Weatherstrip: Service and Repair Weatherstrip Replacement - Front Door Opening Weatherstrip Replacement - Front Door Opening Removal Procedure 1. Remove the carpet retainer. 2. Remove the center pillar upper trim panel. 3. Remove the center pillar lower trim panel. 4. Remove the lower pillar garnish molding. 5. Remove the upper pillar garnish molding. 6. Remove the door opening weatherstrip by grasping the weatherstrip (1) and pulling it off of the body flange. 7. Remove any adhesive from the body flange using 3M(TM) adhesive remover P/N 8984, or equivalent. Installation Procedure 1. Apply weatherstrip adhesive GM P/N 12345096 or equivalent to the weatherstrip. 2. Install the door opening weatherstrip by aligning the appropriate color dot (1) with the top rear of the door opening and pressing until fully seated. 3. Finish installing the door opening weatherstrip by pressing the weatherstrip into place in a counterclockwise direction around the door opening. 4. Install the upper pillar garnish molding. 5. Install the lower pillar garnish molding. 6. Install the center pillar lower trim panel. 7. Install the center pillar upper trim panel. Page 10353 4. Install the headlamp (2) by pushing straight forward to the headlamp mounting panel. 5. Hold the headlamp in place while pushing downward on the release tabs (1). 6. Check and adjust the headlamp aim as necessary. 7. Close the hood. Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 11075 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Service and Repair Fog/Driving Lamp Relay: Service and Repair REMOVAL PROCEDURE 1. Open the passenger front door. 2. Remove the right side IP End Cover. 3. Remove the fog lamp relay from the electrical center. INSTALLATION PROCEDURE 1. Install the fog lamp relay to the electrical center. 2. Install the right side IP End Cover. 3. Close the passenger front door. Page 824 Fuel Tank Pressure Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 6827 Equivalents - Decimal And Metric Part 1 Page 1472 5. Tighten the two air intake duct clamps 6. Connect the breather tube to the air intake duct. 7. Connect the IAT sensor electrical connector. 8. Connect the MAF sensor electrical connector. Specifications Idle Speed: Specifications Information not supplied by the manufacturer. Page 2352 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 6870 16. Remove the electrical center box. INSTALLATION PROCEDURE 1. With the electrical center turned upside down, install the electrical center box into the electrical center. 2. Connect the forward lamp wiring harness connector to the junction block. 3. Connect the IP wiring harness connector to the junction block. Page 8649 Locations View Page 10739 Electrical Symbols Part 4 Page 10419 Equivalents - Decimal And Metric Part 1 Page 10921 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 10634 Various symbols are used in order to describe different service operations. Page 6138 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 5640 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 4219 Knock Sensor (KS) Page 9565 Cruise Control Module (CCM) Diagrams Page 6764 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4639 Fuel Injector: Testing and Inspection Fuel Injector Balance Test with Tech 2 CIRCUIT DESCRIPTION The scan tool first energizes the fuel pump and then the injectors for a precise amount of time allowing a measured amount of fuel into the manifold. This causes a drop in system fuel pressure that can be recorded and used to compare each injector. TEST DESCRIPTION Steps 1-5 Body - Water Leaks to Interior/Trunk Cabin Ventilation Grille: Customer Interest Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 9662 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 3529 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: Customer Interest OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 9911 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 10844 Electrical Symbols Part 1 Specifications Harmonic Balancer - Crankshaft Pulley: Specifications Crankshaft Balancer Bolt First Pass ............................................................................................................................................. .................................................. 70 Nm (52 ft. lbs.) Final Pass ........................................................... ............................................................................................................................................ (72 degrees) Page 4640 Steps 6-8 The numbers below refer to the step numbers on the diagnostic table. 3. The engine coolant temperature (ECT) must be below the operating temperature in order to avoid irregular fuel pressure readings due to hot soak fuel boiling. 4. The fuel pressure should be within the specified range. Refer to Fuel System Diagnosis if the fuel pressure is not within the specified range. See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics 5. The fuel pressure should reach a steady value. Refer to Fuel System Diagnosis if the fuel pressure does not stabilize. See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics 6. If the pressure drop value for each fuel injector is within 10 kPa (1.5 psi) of the average pressure drop value, the fuel injectors are flowing properly. Calculate the pressure drop value for each fuel injector by subtracting the second pressure reading from the first pressure reading. See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics Page 4991 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 9980 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 10187 Equivalents - Decimal And Metric Part 1 Page 866 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3252 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 7807 IMPORTANT: After tightening the A/C components, there should be a slight sealing washer gap of approximately 1.2 mm (3/64 in) between the A/C line and the A/C component. 6. Assemble the remaining A/C refrigerant components. Refer to the appropriate repair procedure. Page 609 12. Connect the electrical connector to the hazard warning switch. 13. Connect the electrical connectors to the other switches in the trim plate. 14. Position and align the IP cluster trim plate to the IP and carefully press into place. 15. Install the two screws that attach the IP cluster bezel to the IP. Tighten Tighten to 2 N.m (18 lb in). 16. Install the upper steering column cover to the steering column. 17. Position the lower steering column cover to the upper cover and install the three attaching screws. Tighten Tighten to 2 N.m (18 lb in). 18. Install the AIR BAG fuse in the panel and install the cover. 19. Turn the ignition switch to the ON position and verify that the AIR BAG light flashes seven times and goes out. Verify hazard warning switch operation. Alero, Cutlass 1. Remove the hazard warning switch bezel from the IP using a small flat-bladed tool to release the retainers. Important: Both retainers must be released at the same time in order to remove the air outlet in the next step. 2. Using two flat-blade screwdrivers (2), carefully release the two retainers that attach the IP center air outlet (1). With both retainers released, pull Page 6289 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 958 Electrical Symbols Part 2 Page 8826 8. Install the carpet retainer. Page 9397 1. Install the rear seat back cover to the seat back pad. 2. Pull the drawstrings. 3. Attach the drawstring hooks to the opening in the seat back frame tabs. 4. Install the hog ring retainers to the seat back frame tabs. 5. Install the seat back rear cover carpet. 6. Install the hog ring retainers to the seat back rear cover. 7. Install the stationary rear seat back. 8. Install the rear seat cushion. Seat Back Latch Replacement - Rear Folding Seat Back Latch Replacement - Rear Folding Removal Procedure 1. Open the rear compartment lid. 2. With a small flat-bladed tool release the retaining tabs for the seat back release handles. 3. Remove the rear window panel trim. 4. Remove the seat back release handles from the rear package shelf. 5. Remove the seat back latch bolts from the latch. 6. Remove the seat back latch from the rear package shelf. Installation Procedure Page 11089 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Locations Underhood Fuse Block (Part 1) Page 10499 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 6899 Multiple Junction Connector: Diagrams C400 - C413 C400 C413 - Canister Vent Page 10501 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 10050 Ambient Light Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 6470 If performing routine Brake Service for worn pads only, and the rotors are not damaged and measure within specification - DO NOT REFINISH ROTORS. 1. Remove the rotor(s). 2. Measure the rotor for original thickness using a brake micrometer. Multiple measure points should be taken and the lowest measurement should be recorded. 3. Reference the Minimum Thickness specification stamped on the backside of the rotor or SI for Minimum Thickness specification/other. In most cases, the rotor should be refinished unless the measurement taken makes it obvious that refinishing the rotor would take the measurement under the Minimum Thickness specification (then replacement is necessary). DO NOT use any other manufacturers rotor specifications. 3. ***Record the lowest ORIGINAL rotor thickness measurement on the repair order hard copy as noted in the "Repair Order Documentation - Rotor Refinish" section of this bulletin. 4. Clean all of the mating surfaces between the hub, the rotor and the wheel using the J 42450A Wheel Hub Cleaning Kit and J 41013 - Whiz Wheel(R). If rotors are not to be refinished - Go To Step 8. Important Cleaning all mating surfaces and making them free of corrosion, burrs and other debris (which includes removal of Hubless rotors) is critical and MUST be performed whether using an On-Car or Bench Lathe Refinish Procedure. 5. Be sure to follow the appropriate refinishing procedure listed below for the type of lathe you are using. Important Only replace the rotors if they do not meet the Minimum Thickness specification. Important DO NOT REFINISH NEW ROTORS. Important Only remove the necessary amount of material from each side of the rotor and note that equal amounts of material do not have to be removed from both sides on any brake system using a floating caliper. Important Prior to making the cut, install the recommended clip-on style disc silencer supplied with the lathe. Use of this silencer is critical to prevent chatter from occurring during the cut. Bench Type Lathe 1. Refinish the existing rotor on an approved, well-maintained lathe to guarantee smooth, flat and parallel surfaces. 2. Check for clean and true lathe adapters and make sure the arbor shoulder is clean and free of debris or burrs. For more information, see the "Brake Lathe Calibration Procedure (Bench-Type)" section in this bulletin. 3. On the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn 4. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed during the process, reset zero. Back off a full turn. 5. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the brake pad contact area. Do the same procedure. If zero is passed during the process, reset zero. 6. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the full rotor surface. Advance both tool cutters to the zero setting plus just enough to clean up the entire rotor surface. 7. After completing the refinish, sand both sides of the rotor for approximately one minute per side using a sanding block and 130-150 grit sandpaper to obtain a non-directional finish. On-Car Type Lathe 1. Reinstall the rotor(s). Important Power Accessory Switch Panel Replacement Power Door Lock Switch: Service and Repair Power Accessory Switch Panel Replacement REMOVAL PROCEDURE 1. Using a small flat-bladed tool release the power accessory switch plate retainers (1). Push in and lift up on the retainers (1) to remove the switch plate from the door trim panel. 2. Disconnect the electrical connectors (1, 2) from the switches. 3. Release the retaining tabs for the power window switch, if required. Push the window switch out of the switch plate. 4. Release the retaining tabs for the power mirror switch, if required. Push the power mirror switch out of switch plate. INSTALLATION PROCEDURE Page 10420 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 6121 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 9910 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 784 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 4878 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Disconnect the intake air temperature (IAT) sensor electrical connector. 3. Disconnect the MAP sensor (1) electrical connector. 4. Remove the air inlet duct from the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing. INSTALLATION PROCEDURE 1. Install the MAF sensor (1) to the air filter housing. 2. Install the air inlet duct to the MAF sensor and the throttle body. 3. Connect the IAT sensor electrical connector. 4. Connect the MAF sensor electrical connector. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 9258 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Locations Locations View Page 7265 6. Connect the electrical connectors (3) to the multifunction switch (1). 7. Install the electrical harness to the steering column. 8. Install the trim covers. 9. Install the driver's insulator panel. 10. Install the steering wheel. 11. Enable the SIR system. Page 4398 Equivalents - Decimal And Metric Part 1 Page 3760 Fuel Tank Pressure Sensor: Service and Repair REMOVAL PROCEDURE 1. Remove the fuel tank. 2. Disconnect the fuel tank pressure sensor electrical connector. 3. Remove the fuel tank pressure sensor from the fuel sender. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor to the fuel sender. 2. Connect the fuel tank pressure sensor electrical connector. 3. Install the fuel tank. Page 10539 the bottom of the outlet rearward to release the top. 3. Remove the two 7 mm hex head screws attaching the IP cluster trim panel to the IP. 4. Remove the trim plate from the IP by pulling up and out to release the lower retainers. 5. Disconnect the trip reset switch electrical connector. 6. Remove the four 7 mm hex head screws attaching the instrument cluster to the IP. 7. Remove the instrument cluster from the opening and reposition as necessary. It is not necessary to disconnect the electrical connector. 8. Through the instrument cluster opening in the IP, remove one of the three 7 mm hex head screws that attach the hazard warning switch to the IP. 9. Through the center air outlet opening in the IP, remove the remaining two 7 mm hex head screws that attach the hazard warning switch to the IP. 10. Remove the hazard warning switch through the center air outlet opening. Page 6815 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 4195 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Description and Operation Impact Sensor: Description and Operation INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE (SDM) The SDM is a microprocessor and the control center for the SIR system. In the event of a collision, the SDM performs calculations using the signals received from the internal sensors and compares the results of the calculations to values stored in memory. When these calculations exceed the stored value, the SDM will cause current to flow through the appropriate deployment loops to deploy the air bags. The SDM records the SIR system status when a deployment occurs and turns the AIR BAG indicator ON. The SDM performs continuous diagnostic monitoring of the SIR system electrical components and circuitry when the ignition is turned ON. If the SDM detects a malfunction, a DTC will be stored and the SDM will command the AIR BAG indicator ON. In the event that Ignition 1 voltage is lost during a collision, the SDM maintains a 23-Volt Loop Reserve (23 VLR) for deployment of the air bags. It is important to note, when disabling the SIR system for servicing or rescue operations to allow the 23 VLR to dissipate, which could take up to one minute. Page 946 Oxygen Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 6747 Electrical Symbols Part 2 Page 2606 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 4616 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 5064 3. Install the spark plug wires 1, 3, and 5 to the engine right side spark plugs. 4. Install the spark plug wires to the retaining clip. 5. Install the spark plug wires 2, 4, and 6 to the engine left side spark plugs. 6. Install the spark plug wires to the retaining clips. Page 4275 Oxygen Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Diagrams Page 9090 Trim Panel: Service and Repair Compartment Trim Panel Replacement - Rear Compartment Trim Panel Replacement - Rear Removal Procedure 1. Remove the sill trim plate from the rear compartment. 2. Remove the spare tire cover from the rear compartment. 3. Remove the convenience net retainers, if equipped. 4. Remove the convenience net, if equipped. 5. Remove the rear compartment trim panel retainers (2). 6. Remove the rear seat cushion. 7. Remove the rear seat back. Important: The rear compartment trim panel is a two-piece molded unit. 8. Fold the left section of the rear compartment trim panel toward the center of the compartment, and remove the trim panel. 9. Fold the right section of the rear compartment trim panel toward the center of the compartment, and remove the trim panel. Installation Procedure Page 1066 Throttle Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 7247 1. To remove the outer tie rod. 2. Remove the hexagon jam nut (2) from the inner tie rod assembly (1). 3. Remove the tie rod end clamp (2) from the rack and pinion boot (1). 4. Remove the boot clamp (1) from the rack and pinion boot with side cutters. 5. Discard the boot clamp (1). Important: If a breather tube is present, mark the location of the breather tube on the gear assembly before removal of the rack and pinion boot. 6. Remove the rack and pinion boot (1) and the breather tube, if present, from the rack and pinion gear assembly. Page 375 Sunroof / Moonroof Switch: Service and Repair REMOVAL PROCEDURE 1. Disengage the sunroof control switch from the headlining trim finish panel. Use a small flat bladed tool. 2. Disconnect the electrical connector (2) from the sunroof control switch (1). 3. Remove the sunroof control switch from the vehicle. INSTALLATION PROCEDURE 1. Install the sunroof control switch (1) to the vehicle. 2. Connect the electrical connector (2) to the sunroof control switch. 3. Firmly push the sunroof control switch (1) into the headlining trim finish panel in order to secure the sunroof control switch. Page 4537 Electrical Symbols Part 3 Page 10918 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 6812 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 3374 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 2791 Engine Control Module: Service and Repair Powertrain Control Module Programming and Setup Before Programming a Control Module IMPORTANT: ^ Do NOT program a control module unless you are directed by a service procedure or you are directed by a General Motors Corporation service bulletin. Programming a control module at any other time will not permanently correct a customer's concern. ^ The Off-Board Programming is used in situations where a control module must be programmed without having the vehicle present. The Off-Board Programming Adapter must be used to perform the Off-Board Programming procedure. The adapter allows the control module to power up and allows the Tech 2 to communicate with the control module. ^ DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. Ensure that all connections are secure at the following locations: ^ The Off-Board Programming Adapter ^ The Tech 2 ^ The control module ^ The Techline terminal IMPORTANT: Do NOT program a control module unless you are directed by a service procedure or you are directed by a General Motors Corporation service bulletin. Programming a control module at any other time will not permanently correct a customers concern. Ensure the following conditions are met before programming a control module: Vehicle system voltage ^ Vehicle system voltage There is not a charging system concern. All charging system concerns must be repaired before programming a control module. - Battery voltage is greater than 12 volts but less than 16 volts. The battery must be charged before programming the control module if the battery voltage is low. - A battery charger is NOT connected to the vehicle's battery. Incorrect system voltage or voltage fluctuations from a battery charger, may cause programming failure or control module damage. - Turn OFF or disable any system that may put a load on the vehicle's battery, such as the following components: ^ Twilight sentinel ^ Interior lights ^ Daytime running lights (DRL)-Applying the parking brake, on most vehicles, disables the DRL system. Refer to the Owners manual. ^ Heating, ventilation, and air conditioning (HVAC) systems ^ Engine Cooling fans, etc. ^ The ignition switch is in the proper position. The scan tool prompts you to turn ON the ignition, with the engine OFF. Do NOT change the position of the ignition switch during the programming procedure, unless instructed to do so. ^ All tool connections are secure, including the following components and circuits: The RS-232 - The connection at the data link connector (DLC) - The voltage supply circuits ^ DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. Remote Programming 1. Turn OFF the ignition. 2. Install the Tech 2 to the data link connector (DLC). 3. Turn ON the ignition, with the engine OFF. 4. Turn OFF all of the vehicle accessories. 5. With the Tech 2, select Service Programming. 6. Identify vehicle information as requested by the Tech 2. 7. Select the type of module you are programming. 8. Select the type of programming to be performed. 9. Verify the displayed VIN with the vehicle VIN. If the displayed VIN does not match the actual VIN, write down the actual VIN and correct the VIN at the Techline terminal. 10. When complete, Exit Service Programming. 11. Turn OFF the Tech 2 and disconnect the Tech 2 from the vehicle. 12. Turn OFF the ignition. 13. Connect the Tech 2 to the Techline terminal 14. Select Service Programming. 15. Select Tech 2 as the tool you are using. 16. Select the type of programming to be performed. 17. Verify the displayed VIN with the vehicle VIN Correct the VIN as necessary. 18. Select the type of module you are programming. Page 3567 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 989 5. Remove the TP sensor and O-ring. INSTALLATION PROCEDURE 1. Install the TP sensor O-ring on the TP sensor. 2. Install the TP sensor on the throttle body assembly. NOTE: Refer to Fastener Notice in Service Precautions. Page 3022 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 5191 Conversion - English/Metric Service and Repair Cabin Ventilation Duct: Service and Repair Pressure Relief Valve Replacement Removal Procedure 1. Remove the rear bumper fascia. 2. Pull back the rear compartment trim from the right rear corner in order to expose the pressure relief valve. 3. Disengage the pressure relief valve tabs from the inside of the rear compartment. Remove the pressure relief valve (1) from the quarter panel. Installation Procedure 1. Position the pressure relief valve (1) to the quarter panel. Press inward on the pressure relief valve to fully engage the retaining tabs. 2. Install the rear compartment trim to its original position. 3. Install the rear bumper fascia. ABS Automated Bleed Procedure Brake Bleeding: Service and Repair ABS Automated Bleed Procedure ABS Automated Bleed Procedure Bleeding the ABS System Perform a manual or pressure bleeding procedure. If the desired brake pedal height results are not achieved, perform the automated bleed procedure below. The procedure cycles the system valves and runs the pump in order to purge the air from the secondary circuits normally closed off during normal base brake operation and bleeding. The automated bleed procedure is recommended when air ingestion is suspected in the secondary circuits, or when the BPMV has been replaced. Automated Bleed Procedure Notice: The Auto Bleed Procedure may be terminated at any time during the process by pressing the EXIT button. No further Scan Tool prompts pertaining to the Auto Bleed procedure will be given. After exiting the bleed procedure, relieve bleed pressure and disconnect bleed equipment per manufacturers instructions. Failure to properly relieve pressure may result in spilled brake fluid causing damage to components and painted surfaces. 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove all four tire and wheel assemblies. 3. Inspect the brake system for leaks and visual damage. Refer to Brake Fluid Loss or Symptoms - Hydraulic Brakes. Repair or replace as needed. 4. Inspect the battery state of charge. 5. Install a scan tool. 6. Turn ON the ignition, with the engine OFF. 7. With the scan tool, establish communications with the EBCM. Select Special Functions. Select Automated Bleed from the Special Functions menu. 8. Bleed the base brake system. 9. Follow the scan tool directions until the desired brake pedal height is achieved. 10. If the bleed procedure is aborted, a malfunction exists. Perform the following steps before resuming the bleed procedure: ^ If a DTC is detected, refer to Diagnostic Trouble Code (DTC) List and diagnose the appropriate DTC. ^ If the brake pedal feels spongy, perform the conventional brake bleed procedure again. 11. When the desired pedal height is achieved, press the brake pedal in order to inspect for firmness. 12. Remove the scan tool. 13. Install the tire and wheel assemblies. 14. Inspect the brake fluid level. 15. Road test the vehicle while inspecting that the pedal remains high and firm. Page 1011 Page 2975 Fuel Tank Pressure Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 6565 Brake Caliper: Service and Repair Brake Caliper Overhaul Brake Caliper Overhaul Removal Procedure 1. Remove the front brake caliper from the vehicle. 2. Remove the brake caliper piston from the caliper bore by, directing low pressure compressed air into the caliper bore through the fluid inlet hole. 3. Using a small wooden or plastic tool, remove the piston dust boot seal (2) from the seal counterbore in the caliper (1) and discard the boot seal. 4. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore and discard the piston seal. 5. Remove the bleeder valve (5) and cap (6) from the caliper (1). Important: Do not use abrasives to clean the brake caliper piston. 6. Clean the brake caliper, piston bore and seal counterbore, and the caliper piston with denatured alcohol, or equivalent. 7. Dry the caliper piston bore and counterbore, and the piston with non-lubricated, filtered air. 8. Inspect the caliper bore for cracks, scoring, pitting, excessive rust, and/or excessive corrosion. 9. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly. 10. If cracks, scoring, pitting, excessive rust, and/or excessive corrosion are present in the caliper bore, replace the caliper assembly. 11. Inspect the caliper piston for cracks, scoring, and/or damage to the chrome plating. Replace the caliper piston if any of these conditions exist. Installation Procedure Locations OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 10168 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 10722 the bottom of the outlet rearward to release the top. 3. Remove the two 7 mm hex head screws attaching the IP cluster trim panel to the IP. 4. Remove the trim plate from the IP by pulling up and out to release the lower retainers. 5. Disconnect the trip reset switch electrical connector. 6. Remove the four 7 mm hex head screws attaching the instrument cluster to the IP. 7. Remove the instrument cluster from the opening and reposition as necessary. It is not necessary to disconnect the electrical connector. 8. Through the instrument cluster opening in the IP, remove one of the three 7 mm hex head screws that attach the hazard warning switch to the IP. 9. Through the center air outlet opening in the IP, remove the remaining two 7 mm hex head screws that attach the hazard warning switch to the IP. 10. Remove the hazard warning switch through the center air outlet opening. Page 753 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 7672 Electrical Symbols Part 2 Page 4573 Fuel: Technical Service Bulletins Fuel System - 'TOP TIER' Detergent Gasoline Information INFORMATION Bulletin No.: 04-06-04-047I Date: August 17, 2009 Subject: TOP TIER Detergent Gasoline (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) - U.S. Only Models: 2010 and Prior GM Passenger Cars and Trucks (including Saturn) (U.S. Only) 2003-2010 HUMMER H2 (U.S. Only) 2006-2010 HUMMER H3 (U.S. Only) 2005-2009 Saab 9-7X (U.S. Only) Supercede: This bulletin is being revised to add model years and additional sources to the Top Tier Fuel Retailers list. Please discard Corporate Bulletin Number 04-06-04-047H (Section 06 Engine/Propulsion System). In Canada, refer to Corporate Bulletin Number 05-06-04-022F. A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by six automotive companies. All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" set by the EPA. Those vehicles that have experienced deposit related concerns may especially benefit from the use of TOP TIER Detergent Gasoline. Intake valve: - 10,000 miles with TOP TIER Detergent Gasoline Intake valve: - 10,000 miles with Legal Minimum additive Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards As of August 1, 2009, all grades of the following gasoline brands meet the TOP TIER Detergent Gasoline Standards: - Chevron - Chevron-Canada - QuikTrip - Conoco Phillips 66 - 76 Page 4997 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 982 Equivalents - Decimal And Metric Part 1 Page 11003 Electrical Symbols Part 1 Page 783 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 5911 Q: Why didn't the machine come with the adapters to hook up to the car? A: The J 45096 was designed to use the previously released essential cooler line adapters for the J 35944-A. All adapters are listed on page 17 of the Operation Manual and can be ordered from Kent-Moore at 1-800-345-2233. Q: How do I connect the J 45096 to a Catera, Prizm or a Vibe? A: These vehicles, along with many other models, only require barbed fittings to connect to the rubber cooler hose. These fittings are commercially available and already found in many shops. Q: Why didn't I receive an Operation Manual with the machine? A: The Operation Manual was packaged in the upper portion of the shipping carton. If the shipping carton was lifted off the base without opening the top of the carton, the Operation Manual could have been discarded with the carton. Replacement Operation Manual packages can be obtained from Kent-Moore Customer Service at 1-800-345-2233. Q: Why can't I re-use the transmission fluid I use for flushing? A: The very fine metal and clutch material debris from the transmission failure in the ATF causes failures with the hall effect speed sensors that are used to measure the flow rate. To avoid costly repairs, expensive filters, regular maintenance and problems caused by a partially restricted filter, the filter was not included. Q: What do I do if I need service on my machine? A: Call Kent-Moore Customer Service at 1-800-345-2233. The J 45096 has a one-year warranty. Q: Can I flush and flow engine oil coolers? A: The engine oil cooler flow rates, the appropriate adapters and an acceptable procedure are currently under development. Disclaimer Page 10902 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 10817 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 4382 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 7068 C800 Page 10314 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 11033 Windshield Washer Pump: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Wiper and Washer System Diagrams Page 6725 Negative: Service Precautions CAUTION: This vehicle is equipped with a Supplemental Inflatable Restraint (SIR) System. Failure to follow the correct procedure could cause the following conditions: ^ Air bag deployment ^ Personal injury ^ Unnecessary SIR system repairs In order to avoid the above conditions, observe the following guidelines: ^ Refer to SIR Component Views in order to determine if you are performing service on or near the SIR components or the SIR wiring. ^ If you are performing service on or near the SIR components or the SIR wiring, disable the SIR system. Refer to Disabling the SIR System in Restraint Systems. Diagrams Power Door Lock Actuator: Diagrams Door Lock Actuator - Driver Door Lock Actuator - Front Passenger Page 1152 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 1034 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON Wheels: Customer Interest Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON TECHNICAL Bulletin No.: 08-03-10-006C Date: April 27, 2010 Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat) Models: 2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-03-10-006B (Section 03 - Suspension). Condition Some customers may comment on a tire that slowly loses air pressure over a period of days or weeks. Cause Abrasive elements in the environment may intrude between the tire and wheel at the bead seat. There is always some relative motion between the tire and wheel (when the vehicle is driven) and this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear continues, there may also be intrusion at the tire/wheel interface by corrosive media from the environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be visible until the tire is dismounted from the wheel. Notice This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Correction In most cases, this type of air loss can be corrected by following the procedure below. Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to repair the wheel with the procedure below. Notice The repair is no longer advised or applicable for chromed aluminum wheels. 1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to be around the bead seat of the wheel, dismount the tire to examine the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat Corrosion Page 9451 Power Seat Switch: Testing and Inspection For further information regarding the diagnosis of this component and the system that it is a part of, please refer to Seats Testing and Inspection. Input Speed Sensor Connector, Wiring Harness Side Page 2127 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 7767 10. Remove the following tools: ^ J 8433-1 ^ J 8433-3 ^ J 33025 ^ J 33023-A 11. Remove the A/C clutch coil. INSTALLATION PROCEDURE 1. Place the clutch coil assembly on the front head with the coil terminal at the positioned at the mark made during disassembly. 2. Place the J 33024 over the internal opening of the clutch coil housing and align installer with the compressor front head. 3. Install the following tools onto the A/C clutch coil: ^ J 8433-1 ^ J 8433-3 ^ J 33024 4. Tighten the center screw of the puller bar until the screw pushes the A/C clutch coil all of the way down into position. 5. Remove the following tools from the compressor: ^ J 8433-1 ^ J 8433-3 ^ J 33024 6. Install the compressor clutch rotor and bearing assembly. 7. Install the A/C compressor pulley. 8. Install the electrical connector to the compressor. 9. Install the right side wheelhouse splash shield. Page 5496 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the TCC solenoid retainer clip (304), the TCC solenoid (335), with two O-rings (337, 338), and screen, the TCC regulated apply valve (339) and the spring (340). Installation Procedure 1. Install the spring (340), the TCC regulated apply valve (339), the TCC solenoid (335) with two O-rings (337 and 338) and screen, and the TCC solenoid retainer clip (304). 2. Install the transmission side cover. Page 7238 Steering Gear: Service and Repair Rack and Pinion Boot and Breather Tube Replacement Rack and Pinion Boot and Breather Tube Replacement - Off Vehicle ^ Tools Required J 22610 Service Boot Clamp Installer Disassembly Procedure 1. To remove the outer tie rod. 2. Remove the hexagon jam nut (2) from the inner tie rod assembly (1). 3. Remove the tie rod end clamp (2) from the rack and pinion boot (1). 4. Remove the boot clamp (1) from the rack and pinion boot with side cutters. 5. Discard the boot clamp (1). Page 408 OnStar(R) - Re-establishing OnStar(R) Communications Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 3871 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 576 Fog Lamp Switch Page 3473 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Instrument Panel - Rattle/Itching Noise Body Control Module: All Technical Service Bulletins Instrument Panel - Rattle/Itching Noise File In Section: 08 - Body and Accessories Bulletin No.: 02-08-49-002 Date: May, 2002 TECHNICAL Subject: Dash Rattle/Itching Noise From Instrument Panel/Glove Box Area While Driving (Reposition Body Control Module (BCM) Bracket and Insulate Blower Motor Bolt Washer) Models: 2002 Chevrolet Malibu 2002 Oldsmobile Alero 2002 Pontiac Grand Am Built Prior to VIN Breakpoints 2C535843 or 2M137264 Condition Some customers may comment on a dash rattle/itching type noise from the instrument panel/glove box area while driving. Cause This condition may be caused by the BCM mounting bracket contacting the bolt head washer of the blower motor mounting bolts. Correction To correct this condition, follow the service procedure below: 1. Remove the screws retaining the instrument panel right side closeout/insulator panel. 2. Remove the instrument panel closeout/insulator panel. 3. Slide the BCM out of the BCM bracket. 4. Inspect for a contact point between the BCM bracket (2) and the blower motor screw head washer (1). 5. Reposition the BCM bracket (2) approximately 5 mm (0.2 in) down by pulling down on the BCM bracket (2) near the contact point. 6. Install one Electrical Moisture Sealant Patch, 3M(R) P/N 054007-06149 or equivalent, on the blower motor between the BCM bracket (2) and the blower motor screw head washer (1). 7. Reinstall the BCM into the BCM bracket (2). 8. Install the instrument panel right side closeout/insulator panel. Page 10180 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 1251 Page 11028 Equivalents - Decimal And Metric Part 1 Page 3515 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Accelerator Controls Cable Replacement Throttle Cable/Linkage: Service and Repair Accelerator Controls Cable Replacement REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the left instrument panel sound insulator. 3. Disconnect the accelerator cable (5) from the accelerator pedal (1). 4. Squeeze the accelerator cable cover tangs and push the accelerator cable through the bulkhead. 5. Remove the accelerator cable shield, if equipped. 6. Disconnect the accelerator cable from the retaining clip. 7. Disconnect the accelerator cable from the throttle body lever. 8. Disconnect the accelerator cable from the accelerator cable bracket. Page 8676 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 1661 Fuse Block Left IP, C1 Part 2 Page 2609 Equivalents - Decimal And Metric Part 1 Page 9055 Air Bag(s) Arming and Disarming: Service and Repair Enabling 1. Connect the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 2. Install the Connector Position Assurance (CPA) (2) to the IP module connector (3). 3. Install the RH I/P wiring harness junction block access panel. 4. Connect the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 5. Install the CPA (2) to the steering wheel module coil connector (1). 6. Install the AIR BAG Fuse to the LH I/P wiring harness junction block. 7. Install the LH I/P wiring harness junction block access panel. 8. Staying well away from both air bags, turn ON the ignition. 8.1. The AIR BAG indicator will flash seven times. 8.2. The AIR BAG indicator will then turn OFF. 9. Perform Diagnostic System Check - SIR if the AIR BAG indicator does not operate as described. Page 9681 Electrical Symbols Part 1 Page 1501 model and year. 16. Retest the fuel pressure with fuel pressure gauge, J 34730-1A or equivalent, to ensure adequate fuel pressure after the strainer is installed. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 5974 Disclaimer Page 551 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 10490 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 2702 Electrical Symbols Part 4 Page 9803 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1078 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 5318 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the transmission side cover. 2. Remove the six bolts from the TFP switch assembly (8, 12, and 16). 3. Remove the TFP switch assembly (13) from the control valve body assembly (18). The seven pressure switch O-rings are reusable and should remain with the TFP switch assembly. Installation Procedure 1. Install the TFP switch assembly (13) to the control valve body assembly (18). The seven pressure switch O-rings are reusable and should remain with the TFP switch assembly. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the six bolts to the TFP switch assembly (8, 12, and 16). - Tighten the bolts to 14 Nm (124 inch lbs.). 3. Install the transmission side cover. A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 1587 Fluid - A/T: Testing and Inspection 4T40-E/4T45-E AUTOMATIC TRANSAXLE FLUID CHECKING PROCEDURE Checking Oil Level Oil Fill And Vent Cap - 4T40E Transaxle Page 966 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 9419 - Wear/cracking/peeling - Discoloration/dye transfer from customer clothing (if discoloration/dye transfer is not removed after using GM Leather and Vinyl Plastic Cleaner, P/N 88861401 (in Canada, P/N 88861409), replace the covers.) Disclaimer Page 1150 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Service and Repair Keyless Entry Transmitter Battery: Service and Repair TRANSMITTER BATTERY REPLACEMENT The normal battery life is approximately 2 years. Replace the batteries when the range of the transmitter begins to decrease to less than approximately 7 m (23 ft). Use one 3-volt 0R2032 battery or the equivalent. Removal Procedure 1. Insert a small bladed tool, or a small coin, at the slot provided near the key ring hole (5), between the two halves (6, 4) of the transmitter case. 2. Twist the small bladed tool, or small coin, between the two halves in order to separate the case. 3. Remove the battery (2) from the transmitter. Installation Procedure 1. Install the battery (2) with the positive side down into the transmitter. 2. Ensure that the seal (7) is in position. Align the two halves of the case (6, 4), and snap the two halves together. 3. Verify the operation of the transmitter. 4. A malfunctioning transmitter may need resynchronization. Refer to Transmitter Synchronization. Page 8526 Disclaimer Page 7016 Fuse Block Right IP, C3 Service and Repair Rear Door Window Regulator: Service and Repair Window Regulator Replacement - Rear Door Removal Procedure 1. Remove the rear door water deflector. 2. Remove the rear window. 3. Disconnect the rear window regulator motor electrical connector. 4. Remove the rear window regulator bolts (1). 5. Remove the rear window regulator from the door. Installation Procedure 1. Position the rear window regulator in the rear door. Notice: Refer to Fastener Notice in Service Precautions. Page 3146 For vehicles repaired under warranty, use the table. Disclaimer Page 6821 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 2766 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 9669 Cigar Lighter Page 1012 Transmission Position Switch/Sensor: Service and Repair PNP Switch Replacement Removal Procedure 1. Disconnect the switch electrical connector. 2. Remove the attaching bolts. 3. Remove the park/neutral position switch assembly. Installation Procedure Page 1103 Electrical Symbols Part 3 General Information Vehicle Lifting: Service and Repair General Information CAUTION: ^ To help avoid personal injury, always use jack stands when you are working on or under any vehicle that is supported only by a jack. ^ To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist, support the vehicle with jack stands at the opposite end from which the components are being removed. NOTE: When you are jacking or lifting a vehicle at the frame side rails or other prescribed lift points, be certain that the lift pads do not contact the catalytic converter, the brake pipes or the fuel lines. If such contact occurs, vehicle damage or unsatisfactory vehicle performance may result. Automotive Lift And Jack Contact Points Before you begin any lifting procedure, be sure the vehicle is on a clean, hard, level surface. Be sure all the lifting equipment meets weight standards and is in good working order. Be sure all the vehicle loads are equally distributed and secure. If you are only supporting the vehicle at the frame side rails, make sure the lifting equipment does not put too much stress on or weaken the frame side rails. If you use any other hoisting methods than those called out, take special care not to damage the fuel tanks, the exhaust system or the underbody. Page 8469 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 6449 A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Service and Repair Passenger Assist Handle: Service and Repair Assist Handle Replacement Removal Procedure 1. Remove escutcheon covers (3) from the roof rail assist handle (2). 2. Remove the screws from the roof rail assist handle (2). 3. Remove the roof rail assist handle (2) from the headliner (1). Installation Procedure 1. Align the roof rail assist handle (2) with the backing plate. 2. Install the roof rail assist handle (2) to the headliner (1). Notice: Refer to Fastener Notice in Service Precautions. 3. Install the roof rail assist handle screws. Tighten the screws to 1 N.m (9 lb in). 4. Install the escutcheon covers (3) to the roof rail assist handle (2). Page 4336 For vehicles repaired under warranty, use the table. Disclaimer Page 1193 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 661 For vehicles repaired under the terms of this special policy, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special policy condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12 for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs for the special policy condition are to be submitted prior to or by January 31, 2006 for 1999-2000 vehicles and May 31, 2007 for 2001-2002 vehicles. Repairs must have occurred within 10 years of the date the vehicle was originally placed in service, or 150,000 km (240,000 km), whichever occurs first. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductible), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Disclaimer Service Procedure The following procedure provides instructions for replacing the hazard warning switch located in the instrument panel (I/P). For additional information, refer to the Lighting subsection in the Body and Accessories section of the appropriate Service Manual or SI. Malibu 1. Remove the cover from the left side instrument panel (I/P) wiring harness junction block access panel. Page 7051 Multiple Junction Connector: Diagrams C100 - C130 C101 Page 6002 Valve Body: Service and Repair Control Valve Body Replacement 1. Remove the transmission side cover. 2. Remove the bolts (9, 12 and 16) from the control valve body assembly (18). 3. Remove the control valve body assembly (18). 4. Remove and discard the valve body to spacer plate gasket (22). 1. Install the control valve body to spacer plate gasket (22) onto the spacer plate (23). 2. Install the control valve body assembly (18) onto the gasket (22). 3. Inspect the TFP switch assembly (13) in order to verify the condition and correct location of the seven pressure switch O-rings. 4. If necessary replace the pressure switch O-rings. Page 5176 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 7255 1. Inspect the cylinder lines (1) for the following items: ^ Cracks ^ Dents ^ Damage to the threads 2. Replace the parts as needed. 3. Install the new O-ring seals (1) to the valve end of the cylinder lines. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the cylinder line assemblies (1) to the gear assembly (2). ^ Tighten the valve end fittings to 16.9 Nm (12.6 ft. lbs.) ^ Tighten the cylinder end fittings to 27 Nm (20 ft. lbs.) Tie Rod Replacement - Inner (Quiet Valve) Tie Rod Replacement - Inner (Quiet Valve) ^ Tools Required J 34028 Inner Tie Rod Wrench Disassembly Procedure Page 4308 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Wheels/Tires - Use of Nitrogen Gas in Tires Tires: Technical Service Bulletins Wheels/Tires - Use of Nitrogen Gas in Tires INFORMATION Bulletin No.: 05-03-10-020C Date: April 27, 2010 Subject: Use of Nitrogen Gas in Tires Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-03-10-020B (Section 03 - Suspension). GM's Position on the Use of Nitrogen Gas in Tires General Motors does not oppose the use of purified nitrogen as an inflation gas for tires. We expect the theoretical benefits to be reduced in practical use due to the lack of an existing infrastructure to continuously facilitate inflating tires with nearly pure nitrogen. Even occasional inflation with compressed atmospheric air will negate many of the theoretical benefits. Given those theoretical benefits, practical limitations, and the robust design of GM original equipment TPC tires, the realized benefits to our customer of inflating their tires with purified nitrogen are expected to be minimal. The Promise of Nitrogen: Under Controlled Conditions Recently, nitrogen gas (for use in inflating tires) has become available to the general consumer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. The following benefits under controlled conditions are attributed to nitrogen gas and its unique properties: - A reduction in the expected loss of Tire Pressure over time. - A reduction in the variance of Tire Pressures with temperature changes due to reduction of water vapor concentration. - A reduction of long term rubber degradation due to a decrease in oxygen concentrations. Important These are obtainable performance improvements when relatively pure nitrogen gas is used to inflate tires under controlled conditions. The Promise of Nitrogen: Real World Use Nitrogen inflation can provide some benefit by reducing gas migration (pressure loss) at the molecular level through the tire structure. NHTSA (National Highway Traffic Safety Administration) has stated that the inflation pressure loss of tires can be up to 5% a month. Nitrogen molecules are larger than oxygen molecules and, therefore, are less prone to "seeping" through the tire casing. The actual obtainable benefits of nitrogen vary, based on the physical construction and the materials used in the manufacturing of the tire being inflated. Another potential benefit of nitrogen is the reduced oxidation of tire components. Research has demonstrated that oxygen consumed in the oxidation process of the tire primarily comes from the inflation media. Therefore, it is reasonable to assume that oxidation of tire components can be reduced if the tire is inflated with pure nitrogen. However, only very small amounts of oxygen are required to begin the normal oxidation process. Even slight contamination of the tire inflation gas with compressed atmospheric air during normal inflation pressure maintenance, may negate the benefits of using nitrogen. GM Tire Quality, Technology and Focus of Importance Since 1972, General Motors has designed tires under the TPC (Tire Performance Criteria) specification system, which includes specific requirements that ensure robust tire performance under normal usage. General Motors works with tire suppliers to design and manufacture original equipment tires for GM vehicles. The GM TPC addresses required performance with respect to both inflation pressure retention, and endurance properties for original equipment tires. The inflation pressure retention requirements address availability of oxygen and oxidation concerns, while endurance requirements ensure the mechanical structure of the tire has sufficient strength. This combination has provided our customers with tires that maintain their structural integrity throughout their useful treadlife under normal operating conditions. Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Maintaining the correct inflation pressure allows the tire to perform as intended by the vehicle manufacturer in many areas, including comfort, fuel economy, stopping distance, cornering, traction, treadwear, and noise. Since the load carrying capability of a tire is related to inflation pressure, proper inflation pressure maintenance is necessary for the tire to support the load imposed by the vehicle without excessive structural Page 5034 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 5199 6. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 5048 Conversion - English/Metric Page 253 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 6274 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 11023 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 4824 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 979 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 9837 Malfunction Indicator Lamp: Service and Repair Service Vehicle Soon Indicator If this light is on, it indicates a problem in one of the electronically monitored systems such as Daytime Running Lamps (DRL) or an Automatic Light Control (ALC) malfunction. This light does NOT come on at certain milleage intervals. There is probably a Body Control Module Code set that will aid you in diagnosis. The only way to get the light to go off is to clear the Body Control Module code(s). This light can NOT be reset or shut off any other way. BCM codes should be read & repaired before clearing them. Refer to Body Control Module. Page 2637 1. Install the exhaust crossover pipe. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the exhaust crossover pipe bolts. Tighten the exhaust crossover pipe bolts to 25 Nm (18 ft. lbs.). 3. Install the exhaust crossover pipe heat shield. 4. Install the exhaust crossover pipe heat shield bolts. Tighten the exhaust crossover pipe heat shield bolts to 10 Nm (89 inch lbs.). 5. Install thermostat by-pass pipe assembly. 6. Install the air cleaner assembly. 7. Inspect for exhaust leaks. Page 4790 Fuel Pump And Sender Assembly Page 6379 Brake Caliper: Service and Repair Brake Caliper Replacement Brake Caliper Replacement Removal Procedure 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum full point and the minimum allowable level, then no brake fluid needs to be removed from reservoir before proceeding. If the brake fluid level is higher than midway between the maximum full point and the minimum allowable level, then remove brake fluid to the midway point before proceeding. 3. Raise the vehicle. Refer to Vehicle Lifting. 4. Remove the tire and wheel assembly. 5. Hand tighten 2 wheel nuts in order to retain the rotor to the hub. 6. Push the piston into the caliper bore in order to provide clearance between the linings and the rotor: 6.1. Install a large C-clamp (2) over the top of the caliper housing and against the back of the outboard pad. 6.2. Slowly tighten the C-clamp (2) until the piston is pushed into the caliper bore far enough to slide the caliper assembly off the rotor. 7. Remove the hose bolt (1) attaching the inlet fitting. 8. Plug the caliper housing and brake hose in order to prevent fluid loss and contamination. The cover on the bleeder will work as a plug in the caliper. Page 10787 You MUST use a silver-bearing solder to make the solder joint. DO NOT attempt this repair with conventional tin/lead alloy solders. Most suppliers have this type of solder available and it is available nationally at Radio Shack(R)*. It is sold in several diameters and either are acceptable for this repair. 5. For this step, it is permitted that two technicians be used if required. Heat the new connector on the surface of the buss bar that is to be soldered. Long nose pliers are suggested to hold the electrical connector and the defroster tab in place. Keep the solder ready and begin flowing out the solder as soon as the melting temperature has been reached. Tip If a single technician is attempting this repair, it is beneficial to wrap one turn of the solder around the new contacts base. In this manner, as the melting point of the solder is reached, a layer is deposited on the bottom side of the contact. Important Try to align the new contact so that it is positioned with the same orientation as the original contact. 6. The above illustrates an ideal finished solder joint. Additional stray solder will not harm the performance of the bond; however, while it is unlikely that customers may refer to the appearance of the rear window defroster and its components as a positive styling feature of the vehicle interior, it is easy to elicit the opposite reaction due to a poor cosmetic application. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Acrysol(TM) can be ordered directly from Kent Automotive at 1-800-654-6333 (in Canada, 1-800-563-1717). Radio Shack(R) products can be found nationally at retail locations, www.radioshack.com, or at 1-800-843-7422. All other parts can be ordered through GMSPO or SSPO. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) Page 8662 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Service and Repair Windshield Washer Reservoir: Service and Repair WASHER SOLVENT CONTAINER REPLACEMENT REMOVAL PROCEDURE 1 Remove the washer solvent from the washer solvent container. 2. Remove the air cleaner intake duct. 3. Disconnect the washer pump electrical connector. 4. Disconnect the washer hose from the washer pump. 5. Disconnect the washer solvent level sensor electrical connector. 6. Remove the washer solvent container screws. 7. Remove the washer solvent container from the frame rail. INSTALLATION PROCEDURE 1. Position the washer solvent container to the frame rail. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the washer solvent container screws. Tighten Tighten the screws to 6 N.m (53 lb in). 3. Connect the washer solvent level sensor electrical connector. 4. Connect the washer hose to the washer pump. Page 631 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 3161 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 2894 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 1844 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Page 9692 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2865 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 7240 6. Install the boot clamp (1) on the rack and pinion boot (2) with 322610. 7. Crimp the boot clamp (1). 8. Pinch the pliers together on the rack and pinion boot (2) in order to install the tie rod end clamp. 9. Install the tie rod end clamp (2) onto the rack and pinion boot (1). 10. Install the hexagon jam nut (2) to the inner tie rod assembly (1). 11. To assemble the outer tie rod assembly. Page 2724 Equivalents - Decimal And Metric Part 1 Page 4624 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 190 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 3890 2. Install the heated oxygen sensor, using a J 39194-B. Tighten Tighten the post catalytic converter HO2S 2 to 42 N.m (31 lb ft). 3. Connect the sensor electrical connector. 4. Lower the vehicle. Fuel System - Inaccurate Fuel Gauge Readings Fuel Gauge Sender: Customer Interest Fuel System - Inaccurate Fuel Gauge Readings File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-04-008D Date: April, 2003 Subject: Inaccurate or Erratic Fuel Gauge Reading, Fuel Pump Related Driveability Concerns (Install New Fuel Tank Sender) Models: 2000-03 Chevrolet Cavalier, Malibu 2000-03 Oldsmobile Alero 2000-03 Pontiac Grand Am, Sunfire 2000-01 Toyota Cavalier with Plastic Fuel Tanks This bulletin is being revised to add a model year and to change the Correction information as well as the part number. Please discard Corporate Bulletin Number 01-06-04-008C (Section 06 Engine). Condition Some customers may comment about inaccurate or erratic fuel gauge readings. A typical comment might be that it appears from the gauge reading that there is fuel available, yet the tank is nearly empty. Cause This condition may be the result of the corrosive effect of certain fuel blends on the contact surfaces of the fuel tank sender. Vehicles built between the VIN breakpoints shown. Vehicles built prior to VIN breakpoint shown. Correction Important: ^ When servicing the fuel tank module or the fuel sender, DO NOT replace both parts. Only replace the appropriate part to repair the customer's concern. ^ The complete fuel level sender assembly P/N 22683260 is no longer available through GMSPO. This assembly is now serviced by a fuel tank module P/N 88957239 (minus sender) and the fuel tank sender, P/N 22709333. These two parts are no longer sold as one unit and can only be purchased separately. ^ Dealers within the provinces of British Columbia, Quebec, New Brunswick and the State of Maine, should refer to Customer Satisfaction Campaign 00101, dated January, 2001. When fuel gauge diagnosis in the Service Manual indicates the cause to be the fuel tank sender, replace the existing sender with a new sender, P/N 22709333, with improved corrosion resistant wiper contacts. Page 2187 10. Install the EVAP canister purge solenoid. 11. Install the electronic ignition coil and module assembly. 12. Install throttle cable bracket and cables to throttle body. 13. Install the top half of the air cleaner assembly. 14. Install the brake vacuum pipe. 15. Fill the cooling system. 16. Inspect for proper fluid levels. 17. Inspect for leaks. Page 10862 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 430 Electrical Symbols Part 3 Page 2973 Fuel Tank Pressure (FTP) Sensor Page 8813 Front Door Panel: Service and Repair Panel Replacement Front Side Door Trim Panel Replacement Tools Required J 38778 Door Trim Pad and Garnish Clip Remover Removal Procedure 1. Remove the front door trim panel insert from the door. 2. Remove the front door handle bezel. 3. Remove the power accessory switch panel. 4. Use a flat bladed tool in order to remove the inside door pull handle plug. 5. Remove the door trim panel screws from under the inside pull handle. 6. Remove the window regulator handle, if equipped. 7. Using J 38778 and starting at the door bottom, disengage the door trim panel retainers. 8. Lift up on the door trim panel to disengage it from the inner belt molding. 9. Remove the door trim panel from the door. Installation Procedure 1. Position the door trim panel on the inner belt molding and press down. 2. Install the front door trim panel to the door, pressing into place until the retainers are fully seated. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the door trim panel screws to the door trim panel. Tighten the screws to 1.8 N.m (16 lb in). 4. Install the window regulator handle, if equipped. 5. Install the inside door pull handle plug to the door trim panel, pressing until fully seated. 6. Install the inside door handle bezel to the door trim panel. 7. Install the power accessory switch panel to the door trim panel. 8. Install the front door trim panel insert to the door. Diagram Information and Instructions Fuel Pump Relay: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 1801 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Page 2643 7. Clean the mating surfaces at the cylinder head and at the exhaust manifold. Installation Procedure 1. Install the exhaust manifold gasket. 2. Install the exhaust manifold. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the exhaust manifold nuts. Tighten the exhaust manifold nuts to 16 Nm (1 2 ft. lbs.). 4. Install the exhaust manifold heat shield. 5. Install the exhaust manifold heat shield bolts. Tighten the exhaust manifold heat shield bolts to 10 Nm (89 inch lbs.). Page 485 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 3654 Electrical Symbols Part 2 Page 10059 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 3294 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. General Informations Audible Warning Device: Description and Operation General Informations The audible warnings alert the driver of a system concern or a critical vehicle condition. The radio generates the audible warnings through the left front speaker. The radio receives audible warning requests via the class 2 serial data line from the Body Control Module (BCM). If the radio receives multiple audible warning requests, the warning with the highest priority sounds first. The following lists the audible warning priority and the pulse rate: 1. Fast rate chime - 200 pulses per minute 2. Medium rate chime - 150 pulses per minute 3. Slow rate chime - 50 pulses per minute 4. Single chime Page 1851 - Tire clearance to the body and the chassis 4. Replace the wheel if the wheel is bent. 5. Replace the wheel if the wheel/nut boss area is cracked. Identify steel wheels with a 2 or 3-letter code stamped into the rim near the valve stem. Aluminum wheels have the code, the part number, and the manufacturer identification cast into the back side of the wheel. Page 4782 Modular Fuel Sender And Fuel Tank Pressure Sensor Page 6966 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Page 6768 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Capacity Specifications Coolant: Capacity Specifications Coolant Capacity 13.6 qt (US) Note: Recheck fluid level after filling system. Page 9402 2. Install the rear seat back bolster (2). 3. Position and engage the T-hook into the access hole in the rear shelf panel. 4. Pull forward on the top edge of the rear seat back bolster along the shelf panel in order to ensure that the attaching hook is properly engaged. Notice: Refer to Fastener Notice in Service Precautions. 5. Install the rear seat back bolster bolt (3) into the lower U-bracket. Tighten the bolster bolt to 12 N.m (106 lb in). 6. Install the rear seat cushion. Seat Back Cover Replacement - Front Seat Back Cover Replacement - Front Removal Procedure 1. Remove the front bucket seat. 2. Remove the head restraint. 3. Unfasten the J-hook retainer at the bottom of the seat back cover. Page 5179 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: Customer Interest OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gage Fitting INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution and Fuel Gage Leak Caution in Service Precautions. NOTE: Clean all of the following areas before performing any disconnections in order to avoid possible contamination in the system: ^ The fuel pipe connections ^ The hose connections ^ The areas surrounding the connections IMPORTANT: Position the fuel pressure gage fitting to avoid contact with the belt. 1. Install the J 34730-1A with the J 34730-262 to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Refer to Fuel Storage Caution in Service Precautions. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool until all of the air is bled out of the gage. 6. Close the bleed valve on the fuel pressure gage. 7. Command the fuel pump ON with a scan tool. 8. Inspect for fuel leaks. REMOVAL PROCEDURE Page 9302 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 5921 1. Install the mount. 2. Install the mount bolts. Notice: Refer to Fastener Notice in Service Precaution. - Tighten the bolts to 122 Nm (90 ft. lbs.). 3. Install the mount thru bolt. - Tighten the bolt to 120 Nm (89 ft. lbs.). 4. Install the front fender liner. 5. Install the left front wheel. 6. Lower the vehicle. Page 9695 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 3327 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 4937 5. Connect the accelerator cable into throttle body. 6. If applicable connect the cruise control cable to the throttle lever and accelerator cable bracket. A/T Control - DTC P0756 Diagnostic Tips Valve Body: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Page 5132 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Brake Caliper Bracket Replacement Brake Caliper: Service and Repair Brake Caliper Bracket Replacement Brake Caliper Bracket Replacement Removal Procedure Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from it's mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the bake hose and in turn may cause a brake fluid leak. 1. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the caliper. 2. Remove the front brake pads. 3. Remove the caliper bracket bolts (2). 4. Remove the caliper bracket (1). Installation Procedure Important: To ensure that the proper clamp load will be present when installed, it is imperative that the threads on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris and inspected before proceeding with installation. 1. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the knuckle. 2. Apply THREADLOCKER GM P/N 12345493 (Canadian P/N 10953488) or equivalent to the threads of the brake caliper bracket bolts (2). Notice: Refer to Fastener Notice in Service Precautions. 3. Install the caliper bracket (1) with the bracket bolts (2). ^ Tighten the caliper bracket bolts to 115 Nm (85 ft. lbs.). 4. Install the front brake pads. 5. Install the caliper. Page 4817 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7790 Condenser HVAC: Service and Repair CONDENSER REPLACEMENT REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Remove the bolt from the compressor hose assembly to the condenser. 3. Remove the compressor hose assembly from the condenser. 4. Remove the evaporator hose assembly from the condenser. 5. Remove the radiator assembly. 6. Remove the condenser (2) from the radiator (1). INSTALLATION PROCEDURE 1. Position the condenser (2) to the radiator (1). NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the condenser mounting bolts. Tighten Tighten the bolts to 10 N.m (89 lb in). 3. Install the radiator assembly to the vehicle. 4. Refill the cooling system. Refer to Draining and Filling Cooling System in Cooling System. 5. Install the compressor hose assembly to the condenser. Page 11035 Windshield Washer Pump: Service and Repair REMOVAL PROCEDURE 1. Remove the washer solvent from the washer solvent container. 2. Remove the left front fender liner. 3. Disconnect the washer pump electrical connector. 4. Disconnect the washer hose. 5. Using a small flat-bladed tool, remove the washer pump from the washer solvent container. 6. Using a small flat-bladed tool, remove the seal from the washer solvent container. INSTALLATION PROCEDURE 1. Position the seal to the washer solvent container pressing in until fully seated. 2. position the washer pump to the washer solvent container pressing in until fully seated. 3. Connect the washer hose. 4. Connect the washer pump electrical connector. 5. Install the left front fender liner. 6. Fill the washer solvent container with washer solvent. Page 9643 Electrical Symbols Part 4 Page 10252 4. Install the headlamp (2) by pushing straight forward to the headlamp mounting panel. 5. Hold the headlamp in place while pushing downward on the release tabs (1). 6. Check and adjust the headlamp aim as necessary. 7. Close the hood. Page 11034 Windshield Washer Pump: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Wiper and Washer Systems/Testing and Inspection. Page 1750 Tires: Description and Operation General Description The factory installed tires are designed in order to operate satisfactorily with loads up to and including the full rated load capacity when these tires are inflated to the recommended pressures. The following factors have an important influence on tire life: ^ Correct tire pressures ^ Correct wheel alignment ^ Proper driving techniques The following factors increase tire wear: ^ Heavy cornering ^ Excessively rapid acceleration ^ Heavy braking Tread Wear Indicators Description The original equipment tires have tread wear indicators that show when you should replace the tires. The location of these indicators are at 72 degree intervals around the outer diameter of the tire. The indicators appear as a 6 mm (0.25 inch) wide band when the tire tread depth becomes 1.6 mm (2/32 inch). Metric Wheel Nuts and Bolts Description Metric wheel/nuts and bolts are identified in the following way: ^ The wheel/nut has the word Metric stamped on the face. ^ The letter M is stamped on the end of the wheel bolt. The thread sizes of metric wheel/nuts and the bolts are indicated by the following example: M12 x 1.5. ^ M = Metric ^ 12 = Diameter in millimeters ^ 1.5 = Millimeters gap per thread Tire Inflation Description When you inflate the tires to the recommended inflation pressures, the factory-installed wheels and tires are designed in order to handle loads to the tire's rated load capacity. Incorrect tire pressures, or under-inflated tires, can cause the following conditions: ^ Vehicle handling concerns ^ Poor fuel economy ^ Shortened tire life ^ Tire overloading Inspect the tire pressure when the following conditions apply: ^ The vehicle has been sitting at least 3 hours. ^ The vehicle has not been driven for more than 1.6 km (1 ml). ^ The tires are cool. Inspect the tires monthly or before any extended trip. Adjust the tire pressure to the specifications on the tire label. Install the valve caps or the extensions on the valves. The caps or the extensions keep out dust and water. The Kilopascal (kPa) is the metric term for pressure. The tire pressure may be printed in both Kilopascal (kPa) and psi. One psi equals 6.9 kPa. Page 10870 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 4737 Locations View Page 8849 7. Install the door lock cylinder rod to the front door lock cylinder (4). 8. Install the front door water deflector. Page 4700 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 10320 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Sunshade Panel Sun Shade: Service and Repair Sunshade Panel REMOVAL PROCEDURE The sunroof system contains a two-piece sunroof sunshade. Service the front sunshade and the rear sunshade together as one complete set. 1. Remove the sunroof window. 2. Slide the front and the rear sunshade forward into the closed position. 3. Drill out the rivets (2) that retain the sun shade panel to the stop strap (3). 4. Arch the center of the rear sunshade upwards in order to lift the rear sunshade out of the sunshade channel. 5. Remove the rear sunshade from the sunroof module. 6. Slide the front sunshade rearward. Ensure that the front edge of the front sunshade is just behind the track clearance step (1). 7. Arch the center of the front sunshade upwards in order to lift the front sunshade out of the sunshade channel. 8. Remove the front sunshade from the sunroof module. INSTALLATION PROCEDURE Page 7451 Vehicle Lifting: Service and Repair Jacking When you are lifting a vehicle with a vehicle jack or a floor jack, block the wheels at the opposite end from which you are lifting. Use jack stands to provide additional support. Under the Frame Rails Position the floor jack pad under the frame rail shipping slot reinforcements. IMPORTANT: ^ The floor jack pad must not contact the rocker panel to the outside of the frame rail shipping slot reinforcements. ^ The floor jack pad must not contact or the floor pan. Under The Front Suspension Crossmember Under the Front Suspension Crossmember Position the floor jack pad as follows: ^ Spanning at least two of the (front suspension crossmember) rear reinforcement ribs (preferred location). ^ Spanning both of the (front suspension crossmember) front reinforcement ribs (optional location). Under the Rear Suspension Crossmember Position the floor jack pad as follows: IMPORTANT: The floor jack pad must not be placed under the (rear suspension crossmember) front reinforcement rib. Page 10646 Trunk Lamp: Testing and Inspection For information regarding this component and the system that it is a part of, please refer to Lighting and Horns Testing and Inspection. Engine Controls - MIL ON/Multiple DTC's Set Intake Air Temperature (IAT) Sensor: Customer Interest Engine Controls - MIL ON/Multiple DTC's Set File In Section: 06 - Engine/Propulsion System Bulletin No.: 02-06-03-005 Date: June, 2002 TECHNICAL Subject: Service Engine Soon Light With Stored Codes P0112, P0113, P1111 or P1112 (Replace IAT Sensor Connector) Models: 1997-2002 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1) Condition Some customers may comment that the service engine soon light is on. The TECH 2 will show stored diagnostic trouble codes P0112, P0113, P1111, or P1112. Cause This condition may be caused by a broken wire at the intake air temperature (IAT) sensor connector. The break may not be readily apparent as the insulation may be intact. Correction If routine diagnosis leads to a broken wire at the IAT sensor connector, replace the connector as follows: 1. Remove the tape from the engine harness convoluted tube where the IAT circuit wires join the main engine harness. 2. Locate/isolate the 2 IAT wires within the engine harness. 3. Disconnect the IAT connector from the IAT sensor. 4. Remove the tape from the IAT and MAF (mass air flow) sensor wires to allow removal of the IAT wires. Important: Before cutting the IAT circuit wires, it will be necessary to determine the proper length. You need to add 38 mm - 50 mm (1.5 in - 2.0 in) to the length of the wire going to the IAT. Also, when cutting the IAT circuit wires, it is important that the wires are cut in a manner that will not create a large mass. Stagger the cuts and install the connector kit. Original connector cavity "A" has a red wire and cavity "B" has a tan wire. Make sure cavity "A" and cavity "B" wires on the replacement pig tail connector match "A" and "B" wires on the engine harness. This will provide strain relief and prevent recurrence of this concern. 5. After staggered cuts are made on the IAT wires in the engine harness, strip a small amount of the insulation from both wires and install the kit butt connectors to the bare IAT wires by crimping both. 6. Stagger the cuts on the pig tail wires to match the IAT engine harness wires. 7. Strip a small amount of the insulation from the pig tail IAT wire ends. Install and crimp both wires into the open end of the butt connectors that were installed on the engine harness IAT wires. 8. Heat shrink both IAT butt connectors and let the wires cool off. 9. After cool down is completed, the harness can be neatly taped with electrical tape. 10. Install the IAT connector on the IAT sensor. 11. Clear the codes. Page 1440 Drive Belt: Testing and Inspection Drive Belt Excessive Wear Drive Belt Excessive Wear Diagnosis Diagnostic Aids ^ Excessive wear on a drive belt(s) is usually caused by an incorrect installation or the wrong drive belt for the application. ^ Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt(s) to make a noise or to fall OFF. ^ Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt(s) fall OFF. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. The inspection is to verify the drive belt(s) is correctly installed on all of the drive belt pulleys. Wear on the drive belt(s) may be caused by mis-positioning the drive belt(s) by one groove on a pulley. 3. The installation of a drive belt that is two wide or two narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys. 4. This inspection is to verify the drive belt(s) is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt(s) should not come in contact with an engine or a body component when snapping the throttle. Page 4459 5. Lower the vehicle. Page 3237 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Service and Repair Rear Door Window Motor: Service and Repair Window Regulator Motor Replacement - Rear Door Removal Procedure 1. Remove the rear window regulator. 2. Disconnect the rear window regulator motor electrical connector. 3. Remove the rear window regulator motor screws. 4. Remove the rear window regulator motor from the rear window regulator. Installation Procedure 1. Position the rear window regulator motor to the rear window regulator. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear window regulator motor screws. Tighten the screws to 10 N.m (89 lb in). 3. Install the rear window regulator motor electrical connector. 4. Install the rear window regulator. Page 650 Conversion - English/Metric Page 1662 Fuse Block Left IP, C2 Fuel Filler Door Replacement Fuel Door: Service and Repair Fuel Filler Door Replacement Fuel Filler Door Replacement Removal Procedure 1. Remove the fuel tank filler door screws (2). 2. Remove the fuel tank filler door (1) from the vehicle. 3. Remove the gas cap tether from the fuel tank filler door. Installation Procedure 1. Position the fuel tank filler door (1) to the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the fuel tank filler door screws (2). Tighten the screws to 2 N.m (18 lb in). 3. Install the gas cap tether to the fuel tank filler door. Page 4961 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 5119 Ignition Control Module (ICM) C3 Diagrams Page 290 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 10327 Hi-Beam Indicator Lamp: Testing and Inspection For information regarding this component and the system that it is a part of, please refer to Lighting and Horns Testing and Inspection. Page 3462 Electrical Symbols Part 1 Page 4151 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table as shown. DISCLAIMER Page 823 Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor The Fuel Tank Pressure (FTP) Sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The FTP sensor mounts in the top of the fuel tank-sending unit. The PCM provides a 5-volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the PCM that can vary between 0.1-4.9 volts. As the FTP increases, FTP sensor voltage decreases, high pressure = low voltage. As the FTP decreases, FTP voltage increases, low pressure or vacuum = high voltage. Page 11070 Electrical Symbols Part 4 Page 5092 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. A/C - New PAG Oil Refrigerant Oil: Technical Service Bulletins A/C - New PAG Oil Bulletin No.: 02-01-39-004B Date: November 16, 2005 INFORMATION Subject: New PAG Oil Released Models: 2006 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Built With R-134a Refrigeration System All Air Conditioning Compressor Types (Excluding R4 and A6 Type Compressors) Supercede: This bulletin is being revised to change the PAG oil part number used for R4 and A6 compressors with R-134a refrigerant systems. Please discard Corporate Bulletin Number 02-01-39-004A (Section 01 - HVAC). All General Motors vehicles built with R-134a refrigerant systems shall now be serviced with GM Universal PAG Oil (excluding vehicles equipped with an R4 or A6 compressor). R4 and A6 compressors with R-134a refrigerant systems shall use PAG OIL, GM P/N 12356151 (A/C Delco part number 15-118) (in Canada, use P/N 10953486). Important: The PAG oil referenced in this bulletin is formulated with specific additive packages that meet General Motors specifications and use of another oil may void the A/C systems warranty. Use this new PAG oil when servicing the A/C system on the vehicles listed above. Oil packaged in an 8 oz tube should be installed using A/C Oil Injector, J 45037. Refer to the HVAC Section of Service Information for detailed information on Oil Balancing and Capacities. Disclaimer Page 6873 13. Slide the electrical center to the rear until the center snaps into the retainer tab. 14. Install all of the fuses and the relays. 15. Install the electrical center cover. 16. Install the positive battery cable lead to the stud on underhood electrical center, then install the positive battery cable lead retaining nut. Tighten Tighten the positive battery cable lead retaining nut to 10 N.m (89 lb in). 17. Install the air cleaner assembly. 18. Connect the negative battery cable. Page 94 1. Install the sunroof module to the vehicle through the door opening. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the sunroof module bolts to the sunroof module. Tighten Tighten the bolts to 11 N.m (97 lb in). 3. Connect the front and rear sunroof module drain hoses to the sunroof module. 4. Connect the sunroof module electrical connector to the sunroof module. 5. Install the headlining trim finish panel. 6. Install the sunroof sunshade. 7. Inspect the sunroof for proper operation. Page 10731 Notice: Refer to Fastener Notice in Service Precautions. 3. Install the mounting screw (1) to the multifunction switch (2). ^ Tighten the screw to 4 Nm (35 inch lbs.). 4. Install the steering column trim cover. 5. Enable the SIR system. 6. Ensure that the multifunction switch functions properly. Page 9918 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 9738 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 10281 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 3657 Crankshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 6473 13. Use a Dial Indicator to measure the rotor to verify the LRO is within specification. 14. If using, BENCH LATHE - DO NOT remove conical washers and lug nuts at this time. ON-CAR LATHE - You must remove adapter and install conical washers and lug nuts to retain rotor position. Important For Hubless rotor design, while removing the adapter, you must hold the rotor tight to the hub and install the top conical washer and lug nut first to ensure no debris falls between the surface while removing the adapter. Then, install the remaining conical washers and lug nuts. Otherwise, LRO will be comprised. 15. Perform Steps 1 through 7 on the opposite side of the vehicle (steps 1-12, if performing LRO). 16. Reinstall the rotors on both sides of the vehicle and perform the following steps: 1. Reinstall the calipers and pads. 2. Pump the brakes to pressurize the calipers. 3. Remove the lug nuts/conical washers. 4. Install and properly torque the wheels. Important It is critical to follow the star pattern wheel torque procedure and use the proper tools (torque stick or torque wrench) as referenced in SI. 17. Road test the vehicle to verify the repairs. Brake Lathe Calibration Procedure BRAKE LATHE CALIBRATION PROCEDURE Calibration of the brake lathe should be performed and recorded monthly or whenever post-service brake rotor LRO measurements are consistently reading above specification. BENCH-TYPE LATHE Use the following procedure to calibrate a Bench-type brake lathe: 1. After refinishing a rotor, loosen the arbor nut and while holding the inside bell clamp to keep it from rotating, rotate the rotor 180 degrees. 2. Retighten the arbor nut and set the dial indicator on the rotor using the same instructions as checking the run out on the vehicle. 3. Rotate the arbor and read the runout. 4. Divide the reading by two and this will give you the amount of runout the lathe is cutting into the rotor. Important If there is any runout, you will need to machine the inside bell clamp in place on the lathe (this procedure is for a Bench type lathe ONLY, DO NOT machine inside the bell clamp on an On-Car type lathe). Machining the Inside Bell Clamp (Bench Type Lathe Only) Any nicks or burrs on the shoulder of the arbor must be removed. An 80-grit stone can be used to accomplish this. Spray WD-40(R) on the shoulder and with the lathe running, hold the stone flat against the shoulder surface using slight pressure. When the burrs are gone, clean the surface. Burrs must also be removed from the hub of the inside bell clamp. This can be accomplished with the stone and WD-40(R). Keep the stone flat on the hub while removing the burrs. After removing the burrs, clean the hub. Place the bell clamp on the arbor of the lathe and use the small radius adapters first and then spacers to allow you to tighten the arbor nut to secure the bell clamp to the lathe. Position the tool bit in the left hand of the rotor truer so you can machine the face of the bell clamp. Machine the face of the bell clamp taking just enough off of it to cut the full face of the clamp the full 360 degrees. Before you loosen the arbor nut, match mark the hub of the bell clamp to the arbor and line up these marks before machining a rotor. A magic marker can be used to make the match marks. Machine a rotor and recheck the calibration. Repeat this procedure on all Inside Bell Clamps used. Page 5963 positive identification and location of individual parts: Valve Body Spring and Bore Plug Chart (Metric) Page 5149 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 9429 1. Install the seat adjuster (3) to the seat cushion frame (2). Notice: Refer to Fastener Notice in Service Precautions. 2. Install the seat adjuster bolts (1) to the seat cushion frame (3). Tighten bolts to 24 N.m (18 lb ft). 3. Install the power seat switch bracket to the seat cushion frame. Install the power seat switch bracket screws. Tighten the screws to 3 N.m (27 lb in). 4. Connect the seat back recliner cable to the seat cushion frame. 5. Install the seat back with recliner to the seat cushion frame. Install the seat back recliner bolts. Tighten the bolts to 24 N.m (18 lb ft). 6. Install the front seat cushion cover and pad to the seat cushion frame. Page 8758 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Testing and Inspection Oil Pressure Warning Lamp/Indicator: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Testing and Inspection. Page 326 1. Install the SDM (5) to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the SDM mounting fasteners (1). Tighten Tighten the fasteners to 5.0 N.m (44 lb in). 3. Install the SDM harness connector (3) to the SDM (5). 4. Install the Connector Position Assurance (CPA) (2) to the SDM harness connector. 5. Position the carpet in order to cover the inflatable restraint Sensing and Diagnostic Module (SDM). 6. Install the passenger front carpet retainer. 7. Install the front passenger seat. 8. Enable the SIR system. Refer to Air Bag(s) Arming and Disarming. 9. If you replaced the SDM perform the following procedure in order to update the BCM with the new SDM part number: IMPORTANT: The AIR BAG indicator may remain ON after the SDM is replaced. After programming the SDM part number into the BCM cycle the ignition switch OFF and ON. This turns OFF the AIR BAG indicator and clears the DTC. 9.1. Install a scan tool. 9.2. Select the Special Functions option from the SIR Menu and press enter. 9.3. Select the Setup SDM Part Number in BCM option and press enter. 9.4. Follow the procedure on the scan tool display. 9.5. Cycle the ignition switch OFF and ON. Page 10486 Headlamp Switch: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Locations Locations View Page 1856 Caution: Before installing the wheels, remove any buildup of corrosion on the wheel mounting surface brake drum or disc mounting surface by scraping and wire brushing. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This can cause a wheel to come off when the vehicle is moving, causing loss of control and possibly personal injury. Notice: A torque wrench or J 39544 must be used to ensure that wheel nuts are tightened to specification. Never use lubricants or penetrating fluids on wheel stud, nuts, or mounting surfaces, as this can raise the actual torque on the nut without a corresponding torque reading on the torque wrench. Wheel nuts, studs, and mounting surfaces must be clean and dry. Failure to follow these instructions could result in wheel, nut, and/or stud damage. 1. Install the tire and wheel assembly. Align the locating mark of the tire and wheel to the hub. Notice: Refer to Fastener Notice in Service Precautions. Important: Tighten the nuts evenly and alternately in order to avoid excessive runout. 2. Install the wheel nuts. ^ Tighten the nuts in a criss/cross pattern to 140 Nm (100 ft. lbs.). 3. Remove the safety stands and lower the vehicle. Page 8401 Page 7902 Refrigerant Oil: Service and Repair A/C REFRIGERANT SYSTEM OIL CHARGE REPLENISHING If oil was removed from the A/C system during the recovery process or due to component replacement, the oil must be replenished. Oil can be injected into a charged system using J 45037. For the proper quantities of oil to add to the A/C refrigerant system, refer to Refrigerant System Capacities. Page 1418 ^ Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4). ^ Inspect for evidence of improper arcing. Measure the gap between the center electrode (4) and the side electrode (3) terminals. Refer to Ignition System Specifications. An excessively wide electrode gap can prevent correct spark plug operation. - Inspect for the correct spark plug torque. Refer to Ignition System Specifications. Insufficient torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator (2) to crack. - Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4). - Inspect for a broken or worn side electrode (3). - Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug. ^ A rattling sound indicates internal damage. ^ A loose center electrode (4) reduces the spark intensity. - Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap. - Inspect for worn or missing platinum pads on the electrodes (3, 4), if equipped. - Inspect for excessive fouling. ^ Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the spark plug not to seat correctly during installation. SPARK PLUG VISUAL INSPECTION ^ Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives. ^ Carbon Fouled-Dry, fluffy black carbon, or soot caused by the following conditions: Rich fuel mixtures ^ Leaking fuel injectors ^ Excessive fuel pressure ^ Restricted air filter element Page 3340 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (7X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Remove the right tire and wheel. 4. Turn steering wheel fully to the left. 5. Disconnect the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from engine. 8. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install the sensor to the block. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor attaching bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the sensor electrical connector. 5. Install the right tire and wheel. Page 6862 Fuse Block Underhood, C2 Service and Repair EGR Tube: Service and Repair EXHAUST GAS RECIRCULATION (EGR) PIPE REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the bolt retaining the pipe assembly from the EGR valve carefully pull the pipe assembly back. 3. Unscrew the EGR pipe assembly nut from the exhaust manifold. 4. Remove the EGR pipe. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the EGR valve pipe to the exhaust manifold. Tighten Tighten the EGR pipe nut to 25 N.m (18 lb ft). 2. Install the EGR pipe bolt to the EGR valve. Tighten Tighten the EGR pipe bolt to 25 N.m (18 lb ft). Page 4615 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 7948 Air Bag(s) Arming and Disarming: Service and Repair Enabling 1. Connect the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 2. Install the Connector Position Assurance (CPA) (2) to the IP module connector (3). 3. Install the RH I/P wiring harness junction block access panel. 4. Connect the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 5. Install the CPA (2) to the steering wheel module coil connector (1). 6. Install the AIR BAG Fuse to the LH I/P wiring harness junction block. 7. Install the LH I/P wiring harness junction block access panel. 8. Staying well away from both air bags, turn ON the ignition. 8.1. The AIR BAG indicator will flash seven times. 8.2. The AIR BAG indicator will then turn OFF. 9. Perform Diagnostic System Check - SIR if the AIR BAG indicator does not operate as described. Page 6328 10. Disconnect the EBCM harness connector (2) from the EBCM (1). 11. Remove the BPMV retaining nut (2). 12. Remove the EBCM/BPMV assembly (3) from the vehicle. 13. Remove the EBCM (1) from the BPMV (2). Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. Page 8783 2. Position the front door inside handle to the front door locking system module. 3. Install the front door inside handle to the front door locking system module, pressing in until fully seated. 4. Install the front door water deflector. Page 3612 Electrical Symbols Part 4 Page 4957 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 9294 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 4074 Equivalents - Decimal And Metric Part 1 Page 10476 Hazard Warning Switch: Diagrams Hazard Switch Part 1 Hazard Switch Part 2 Page 6898 C301 C306 Page 1119 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 3639 Camshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 6802 Electrical Symbols Part 1 Service and Repair Sunroof / Moonroof Harness: Service and Repair SUNROOF WIRING HARNESS REPLACEMENT REMOVAL PROCEDURE 1. Place the sunshade in the full forward position. 2. Remove the headlining trim finish panel. 3. Disconnect the electrical connector from the following components: ^ The sunroof express module ^ The sunroof actuator IMPORTANT: ^ Note the location of the wiring harness. ^ Note the location of the tie-straps that secure the harness to the drive cables and to the sunroof module. 4. Remove the wiring harness from the sunroof module. INSTALLATION PROCEDURE 1. Install the wiring harness to the sunroof module. 2. Connect the electrical connector to the following components: ^ The sunroof express module ^ The sunroof actuator 3. Install the headlining trim finish panel. 4. Inspect the sunroof for proper operation. Page 3108 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 4892 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 9975 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 6132 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 4904 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 6032 For vehicles repaired under warranty, use the table. Disclaimer Page 1110 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 3867 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 9086 1. Position the right trim panel into the rear compartment, and install the trim panel to the original position. 2. Position the left trim panel into the rear compartment, and install the trim panel to the original position. 3. Install the rear seat back. 4. Install the rear seat cushion. 5. Install the rear compartment trim panel retainers (2). 6. Install the spare tire cover to the rear compartment 7. Install the convenience retainers, if equipped. 8. Install the convenience net, if equipped. 9. Install the sill trim plate to the rear compartment. Page 4259 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 3111 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 4057 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 2878 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Disconnect the intake air temperature (IAT) sensor electrical connector. 3. Disconnect the MAP sensor (1) electrical connector. 4. Remove the air inlet duct from the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing. INSTALLATION PROCEDURE 1. Install the MAF sensor (1) to the air filter housing. 2. Install the air inlet duct to the MAF sensor and the throttle body. 3. Connect the IAT sensor electrical connector. 4. Connect the MAF sensor electrical connector. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 7123 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Specifications Compressor Clutch: Specifications Compressor Clutch Gap 0.015 - 0.020 inch Page 8925 Installation Procedure 1. Tie the wire or string to the hood latch release cable (1). 2. Install the hood latch release cable through the hole in the instrument panel. 3. Apply sealer to the grommet. Pull the grommet from the engine compartment side until the grommet is seated in the instrument panel hole. 4. Remove the wire or string from the hood release cable. 5. Install the hood latch release cable to the retainer at the radiator support panel. 6. Install the hood latch release cable to the hood latch. 7. Install the hood latch release cable to the handle. 8. Install the hood latch release cable handle to the hinge pillar. Notice: Refer to Fastener Notice in Service Precautions. 9. Install the hood latch release cable screw. Tighten the hood latch release cable handle screw to 2.5 N.m (22 lb in). 10. Fold the carpet back to the original position. 11. Install the left sound insulator panel. 12. Install the left front carpet retainer. 13. Install the grille. Page 3976 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Brakes- Disc Brake Warranty Service And Procedures Technical Service Bulletin # 00-05-22-002L Date: 090326 Brakes- Disc Brake Warranty Service And Procedures INFORMATION Bulletin No.: 00-05-22-002L Date: March 26, 2009 Subject: Disc Brake Warranty Service and Procedures Models: 1999-2010 GM Passenger Cars and Light Duty Trucks 2003-2010 HUMMER H2 2006-2010 HUMMER H3 1999-2004 Isuzu Light Duty Trucks (Canada Only) 2005-2009 Saab 9-7X (Canada Only) 1999-2010 Saturn Vehicles (Canada Only) EXCLUDING 2009-2010 Chevrolet Corvette ZR1 Supercede: This bulletin is being revised to inform you that due to improvements in vehicle brake corner and wheel design, assembly plant build processes and dealership required tools like the On-Car Lathe, measuring for Lateral Run Out (LRO) is no longer a required step when performing base brake service. Due to this change, you are no longer required to enter the LRO measurement on the repair order or in the warranty system failure code section. The bulletin information below and the base brake labor operations have been updated accordingly. Due to this change it is more important than ever to properly maintain your brake lathe (per the Brake Lathe Calibration Procedure in this bulletin). Please discard Corporate Bulletin Number 00-05-22-002K (Section 05 Brakes). For your convenience, this bulletin updates and centralizes all GM's Standard Brake Service Procedures and Policy Guidelines for brake rotor and brake pad service and wear. For additional information, the Service Technical College lists a complete index of available Brake courses. This information can be accessed at www.gmtraining.com > resources > training materials > brakes courseware index. In Canada, refer to Service Know How course 55040.00V and Hydraulic Brake Certification program 15003.16H. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM BRAKE SERVICE. The following four (4) key steps are a summary of this bulletin and are REQUIRED in completing a successful brake service. 1. Measure and Document Pre-Service Rotor Thickness* (REQUIRED on Repair Order) determine rotor clean-up/refinish/replace 2. Properly clean ALL brake corner mating surfaces - hub, rotor and wheel 3. Properly clean-up/refinish rotor, measure and document post-service rotor thickness (REQUIRED on Repair Order) Important If it is determined the rotor needs to be refinished, verify lathe equipment is properly calibrated. 4. Properly reassemble the brake corner using proper torque tools, torque specification and torque sequence - wheel lug nuts. * The bulletin refers to Minimum Thickness specification as the minimum allowable thickness after refinish. Always refer to SI to verify the spec stamped on the rotor is the minimum thickness spec after refinish and not the discard spec. Page 10303 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 10424 Ambient Light Sensor: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Lighting and Horns Diagrams. Page 4607 Fuel Injector: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 6775 Generator Page 5234 Equivalents - Decimal And Metric Part 1 Page 10399 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6780 3. Install the drive belt tensioner. 4. Install the drive belt tensioner bolt. Tighten Tighten the bolt to 45 N.m (33 lb ft). 5. Install the generator. 6. Rotate the drive belt tensioner counter clockwise. 7. Install the drive belt to the generator pulley. 8. Connect the negative battery cable. Page 3212 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 5185 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 3198 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 10436 Fog Lamp Switch Aluminum Wheel Porosity Repair Wheels: Service and Repair Aluminum Wheel Porosity Repair Aluminum Wheel Porosity Repair 1. Remove the tire and wheel. 2. Inflate the tire to the manufactures specified pressure as stated on the tire. 3. Submerge the tire/wheel into a water bath in order to locate the leak. 4. Inscribe a mark on the wheel in order to indicate the leak areas. 5. Inscribe a mark on the tire at the valve stem in order to Indicate the orientation of the tire to the wheel. 6. Remove the tire from the wheel. Important: Do not damage the exterior surface of the wheel. 7. Use number 80 grit sandpaper to scuff the inside of the rim surface at the leak area. 8. Use general purpose cleaner such as EMS, P/N 08984 or equivalent, to clean the leak area. 9. Apply 3 mm (0.12 inch) thick layer of adhesive/sealant, GM P/N 12378478 (Canadian P/N 88900041) or equivalent, to the leak area. 10. Allow for the adhesive/sealant to dry. 11. Align the inscribed mark on the tire with the valve stem on the wheel. 12. Install the tire to the wheel. 13. Inflate the tire to the manufactures specified pressure as stated on the tire. 14. Submerge the tire/wheel into a water bath in order ensure the leak is sealed. 15. Balance the tire and wheel. 16. Install the tire and wheel. 17. Lower the vehicle. Page 7868 11. Remove the nuts holding the heater case plate for the heater pipes. 12. Remove the heater case plate and the seals for the heater pipes. 13. Remove the nuts holding the heater case plate for the evaporator block. 14. Remove the heater case plate and seal for the evaporator block. 15. Remove the nut for the HVAC module assembly bracket. 16. Lower the vehicle. 17. Remove the air cleaner assembly from the vehicle. 18. Release the under hood electrical center and position aside. 19. Loosen the steering column brace bolts (1) behind the under hood electrical center. Page 483 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2605 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 1295 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 4704 Various symbols are used in order to describe different service operations. Page 4192 Electrical Symbols Part 3 Page 1436 Page 811 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (24X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle on hoist. Refer to Lifting and Jacking the Vehicle. 3. Remove the crankshaft harmonic balancer. 4. Note the routing of sensor harness before removal. 5. Remove the harness retaining clip with bolt. 6. Disconnect the sensor electrical connector. 7. Remove the sensor bolts (4). 8. Remove the sensor. INSTALLATION PROCEDURE 1. Install the 24X crankshaft position sensor (1) with bolts (4) and route harness as noted during removal. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the harness retaining clip (3) with bolt (4). Tighten Tighten the CKP sensor bolts to 10 N.m (89 lb in). 3. Connect the sensor electrical connector. 4. Install the balancer on the crankshaft. 5. Lower vehicle. Page 2899 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Bezel Replacement Front Door Panel: Service and Repair Bezel Replacement Door Handle Bezel Replacement Removal Procedure 1. Remove the door handle bezel screw (1) from the door handle bezel (2). 2. Remove the door handle bezel from the trim panel by lifting out at the front. 3. Remove the power door lock switch (2) from the door handle bezel (3) by releasing the retaining tabs if equipped. 4. Disconnect the electrical connector (1) from the power door lock switch (2). Installation Procedure 1. Connect the electrical connector (1) to the power door lock switch (2). 2. Install the power door lock switch (2) to the door handle bezel (3) by pressing it into the retaining tabs until fully seated. 3. Install the door handle bezel (2) to the trim panel by engaging the tabs. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the door handle bezel screw (1) to the door handle bezel (2). Tighten the screw to 2 N.m (20 lb in). Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 4990 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Locations Oil Level Sensor For ECM: Locations Locations View Engine Oil Level Switch (If Equipped) Page 5250 ^ Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4). ^ Inspect for evidence of improper arcing. Measure the gap between the center electrode (4) and the side electrode (3) terminals. Refer to Ignition System Specifications. An excessively wide electrode gap can prevent correct spark plug operation. - Inspect for the correct spark plug torque. Refer to Ignition System Specifications. Insufficient torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator (2) to crack. - Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4). - Inspect for a broken or worn side electrode (3). - Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug. ^ A rattling sound indicates internal damage. ^ A loose center electrode (4) reduces the spark intensity. - Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap. - Inspect for worn or missing platinum pads on the electrodes (3, 4), if equipped. - Inspect for excessive fouling. ^ Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the spark plug not to seat correctly during installation. SPARK PLUG VISUAL INSPECTION ^ Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives. ^ Carbon Fouled-Dry, fluffy black carbon, or soot caused by the following conditions: Rich fuel mixtures ^ Leaking fuel injectors ^ Excessive fuel pressure ^ Restricted air filter element Page 10011 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 902 Steps 10-19 The number below refers to the step number on the diagnostic table. 2. This step tests the MAP sensor's ability to correctly indicate BARO. The BARO varies with altitude and atmospheric conditions. 103 kPa is the approximate BARO displayed by the MAP sensor at or near sea level. Page 10910 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 2695 Disclaimer Brakes - Front Disc Brake Pulsation Brake Rotor/Disc: Customer Interest Brakes - Front Disc Brake Pulsation File In Section: 05 - Brakes Bulletin No.: 00-05-23-002B Date: March, 2003 TECHNICAL Subject: Front Disc Brake Pulsation (New Rotor Run-Out Specification and Correction Method) Models: 1997-2003 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is being revised to add model years and update the correction information. Please discard Corporate Bulletin Number 00-05-23-002A (Section 5 - Brakes). Condition Some customers may comment on a pulsation condition felt in the brake pedal and/or steering wheel during a brake apply. In some cases, it may be noted that the pulsation condition has reoccurred in 5,000-11,000 km (3,000-7,000 mi) after having had the brakes serviced, tires rotated or any type of servicing that required wheel removal. Cause Pulsation is the result of brake rotor thickness variation causing the brake caliper piston to move in and out of the brake caliper housing. This hydraulic "pumping/pulsing" effect is transmitted through the brake system and may be felt in the brake pedal. In severe cases, this condition may also transmit through the vehicle structure and other chassis system components such as the steering column or wheel. The major contributor to rotor thickness variation is excessive lateral run-out of the rotor, causing the brake pads to wear the rotor unevenly over time. Correction Important: All vehicles built since March 2000 have been built with the updated brake pad. Unless the brake pads are worn past the given specifications, the brake pads should be not replaced. FOR 2000 AND PRIOR MODEL YEAR VEHICLES ONLY: Confirm that the brake pads have the number 1417 printed on the edge of the pad backing plate (refer to the illustration - glass cleaner can be used to Page 4026 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 3680 Various symbols are used in order to describe different service operations. Page 10710 15. Install the ignition switch bezel to the IP and press into place until fully seated. 16. Verify hazard warning switch operation. Page 10306 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 750 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4181 Parts are currently available from GMSPO. Disclaimer Page 10397 Electrical Symbols Part 4 Capacity Specifications Refrigerant System Capacities Page 9357 Head Rest: Service and Repair Head Restraint Retainer Replacement - Front Seat Head Restraint Retainer Replacement - Front Seat Removal Procedure 1. Remove the headrest from the front seat. 2. Adjust the seat back to gain access to the J-hook retainers. 3. Unfasten the J-hook retainer at the bottom of the seat back cover. 4. Adjust enough of the seat back cover to access the seat back frame. 5. Reach inside between the seat back cover and the pad. 6. Squeeze the bottom of the headrest guide together. Push the headrest guide upwards through the seat back frame. 7. Remove the headrest guide from the seat back frame. Installation Procedure 1. Install the guide through the opening in the seat back frame. Press inward on the guide until fully seated into the seat back frame. 2. Adjust the seat back cover to a desired appearance. 3. Fasten the J-hook retainer at the bottom edge of the seat back cover. 4. Install the headrest to the front seat. 5. Return the seat back to the original position. 6. Check the headrest for proper operation. Body - Water Leaks to Interior/Trunk Sunroof / Moonroof Weatherstrip: Customer Interest Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 3209 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Locations Underhood Fuse Block (Part 1) Page 363 Power Seat Switch: Service and Repair Seat Switch Replacement - Power Removal Procedure 1. Adjust the front bucket seat to the full up position in order to gain access to the power seat switch. 2. Pull the bezel from the power seat switch. 3. Adjust the front seat cushion cover in order to gain access to the power seat switch. Refer to Seat Cushion Cover Replacement - Front. 4. Remove the power seat switch screws. 5. Disconnect the electrical connector from the power seat switch. 6. Remove the power seat switch from the seat cushion frame. Page 9972 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 6131 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 4757 12. Remove the fuel pipes (1) to be serviced. INSTALLATION PROCEDURE 1. Install the fuel pipe (1) and hose hardware. Page 7673 Electrical Symbols Part 3 Page 4690 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 3251 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 4283 Locations View Page 8763 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 11080 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 1665 Fuse Block Right IP, C2 Page 9484 Front Door Weatherstrip: Service and Repair Sealing Strip Replacement - Front Door Auxiliary Sealing Strip Replacement - Front Door Auxiliary Removal Procedure 1. Lower the window to the full down position. 2. Remove the outer belt sealing strip. 3. Remove the door frame applique. 4. Disengage the upper auxiliary sealing strip fasteners (1). 5. Remove the upper auxiliary sealing strip from the door frame (1). Installation Procedure 1. Install the door upper auxiliary sealing strip to the door frame (1). Ensure that the fasteners lock into position. 2. Install the door frame applique. 3. Install the outer belt sealing strip. Page 2040 Drive Belt: Testing and Inspection Drive Belt Chirping Drive Belt Chirping Diagnosis Diagnostic Aids The symptom may be intermittent due to moisture on the drive belt(s) or the pulleys. It may be necessary to spray a small amount of water on the drive belt(s) in order to duplicate the customers concern. If spraying water on the drive belt(s) duplicates the symptom, cleaning the belt pulleys may be the probable solution. A loose or improper installation of a body component, a suspension component, or other items of the vehicle may cause the chirping noise. Test Description The number(s) below refer to the step number(s) on the diagnostic table. Page 3080 Equivalents - Decimal And Metric Part 1 Page 5272 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Heated Oxygen Sensor (HO2S) 1 Replacement Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) 1 Replacement TOOLS REQUIRED J 39194-B Oxygen Sensor Socket REMOVAL PROCEDURE (HO2S1) The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Disconnect the electrical connector. 2. Use the J 39194-B in order to carefully back out the heated oxygen sensor. INSTALLATION PROCEDURE (HO2S1) IMPORTANT: A special anti seize compound is used on the heated oxygen sensor threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and if for any reason is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound P/N 5613695, or equivalent if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the heated oxygen sensor. Tighten Tighten the pre-catalytic converter HO2S 1 to 42 N.m (31 lb ft). 3. Connect the electrical connector. Page 10062 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 4925 7. Connect the IAC valve electrical connector. 8. Connect the TP sensor electrical connector. 9. Install the accelerator controls cable bracket. 10. Install the wire harness clip. Page 4176 For vehicles repaired under warranty, use the table. Disclaimer ABS Automated Bleed Procedure Brake Bleeding: Service and Repair ABS Automated Bleed Procedure ABS Automated Bleed Procedure Bleeding the ABS System Perform a manual or pressure bleeding procedure. If the desired brake pedal height results are not achieved, perform the automated bleed procedure below. The procedure cycles the system valves and runs the pump in order to purge the air from the secondary circuits normally closed off during normal base brake operation and bleeding. The automated bleed procedure is recommended when air ingestion is suspected in the secondary circuits, or when the BPMV has been replaced. Automated Bleed Procedure Notice: The Auto Bleed Procedure may be terminated at any time during the process by pressing the EXIT button. No further Scan Tool prompts pertaining to the Auto Bleed procedure will be given. After exiting the bleed procedure, relieve bleed pressure and disconnect bleed equipment per manufacturers instructions. Failure to properly relieve pressure may result in spilled brake fluid causing damage to components and painted surfaces. 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove all four tire and wheel assemblies. 3. Inspect the brake system for leaks and visual damage. Refer to Brake Fluid Loss or Symptoms - Hydraulic Brakes. Repair or replace as needed. 4. Inspect the battery state of charge. 5. Install a scan tool. 6. Turn ON the ignition, with the engine OFF. 7. With the scan tool, establish communications with the EBCM. Select Special Functions. Select Automated Bleed from the Special Functions menu. 8. Bleed the base brake system. 9. Follow the scan tool directions until the desired brake pedal height is achieved. 10. If the bleed procedure is aborted, a malfunction exists. Perform the following steps before resuming the bleed procedure: ^ If a DTC is detected, refer to Diagnostic Trouble Code (DTC) List and diagnose the appropriate DTC. ^ If the brake pedal feels spongy, perform the conventional brake bleed procedure again. 11. When the desired pedal height is achieved, press the brake pedal in order to inspect for firmness. 12. Remove the scan tool. 13. Install the tire and wheel assemblies. 14. Inspect the brake fluid level. 15. Road test the vehicle while inspecting that the pedal remains high and firm. Page 7823 3. Place a protective cover over the carpet below the evaporator core. 4. Remove the cabin air filter, if equipped, and cover the opening prior to applying the Cooling Coil Coating, as the product may clog the filter. If the cabin air filter appears to have little or no remaining life, suggest a replacement to your customer. 5. If the HVAC module has a blower motor cooling tube, be careful NOT TO SPRAY THE COOLING COIL COATING INTO THE BLOWER MOTOR COOLING TUBE. 6. Attach the Flexible Applicator Pressure Spray Tool (J-43810-20A) to a compressed air line operating at 586 kPa (85 psi) to 793 kPa (115 psi). 7. Shake the bottle of Cooling Coil Coating well. Screw the bottle onto the cap on the applicator tool's pick-up tube. Note The pick-up tube is designed for 120 ml (4 oz) and 240 ml (8 oz) bottles and should coil slightly in the bottom of a 120 ml (4 oz) bottle. 8. Use one of the following three methods to apply the Cooling Coil Coating. Important If the Pressure Applicator Spray Tool (J-43810-20A) is not available, the Cooling Coil Coating is also available in an aerosol can (P/N 12377951 (in Canada, 10953503)). Application Through Blower Motor Control Module Opening - Remove the blower motor control module (blower motor resistor). Refer to the applicable procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor blower motor control module (blower motor resistor) opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor blower motor control module (blower motor control module). Application Through Blower Motor Opening - Remove the blower motor. Refer to the applicable blower motor removal procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor. Application Through a Hole in the HVAC Module - If neither of the two previous application methods are available, it may be necessary to drill a hole in the HVAC module. - Locate an area of the HVAC module between the blower motor and the evaporator core. Drill a 10 mm (3/8 in) hole in the HVAC module. Use caution to keep the drill clear of the evaporator core and the blower motor fan. - With the air distribution vents closed and the blower motor fan speed on HIGH, insert the applicator tool into the hole and spray the Cooling Coil Coating into the airstream toward the evaporator core. - Use a GM approved RTV sealant to plug the hole in the HVAC module. 9. After the Cooling Coil Coating application is complete, start and run the vehicle for approximately 10 minutes, with the compressor disabled, HVAC mode set to Recirculate/Max, heat set to full warm, blower motor fan speed on high, and one window open approximately 12 mm (1/2 in). This cures the Cooling Coil Coating onto the evaporator core surface. 10. While the engine is running, rinse the applicator tool with warm water to prolong the life of the tool. Be sure to spray warm water through the nozzle to rinse out any residual Cooling Coil Coating still in the capillary pick up tube, otherwise it will dry and clog the applicator tool. Also remove the small green valve from the bottle cap and rinse it thoroughly while rolling it between two fingers and then reinstall it. If this valve is clogged , the Cooling Coil Coating will not flow through the applicator tool. 11. Shut off the engine and enable the compressor again. 12. Verify proper HVAC system operation. 13. Remove the protective cover from inside the vehicle. 14. Remove the drain pan from underneath the vehicle. 15. Reinstall the cabin air filter if necessary. Page 10318 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 10425 Ambient Light Sensor: Testing and Inspection For information regarding this component and the system that it is a part of, please refer to Lighting and Horns Testing and Inspection. Tire Monitor System - TPM Sensor Information Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 7956 Inflatable Restraint Sensing And Diagnostic Module (SDM) Page 300 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3674 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 8549 For vehicles repaired under warranty, use the table. Disclaimer Page 7239 Important: If a breather tube is present, mark the location of the breather tube on the gear assembly before removal of the rack and pinion boot. 6. Remove the rack and pinion boot (1) and the breather tube, if present, from the rack and pinion gear assembly. Assembly Procedure 1. Install the new boot clamp (1) onto the rack and pinion boot (3). 2. Prior to rack and pinion boot installation, apply grease to the inner tie rod assembly (2) and the rack and pinion gear assembly (1). 3. Install the rack and pinion boot (3) onto the inner tie rod assembly (2). 4. If present, install the breather tube while aligning the breather tube with the mark made during removal and the molded nipple of the rack and pinion boot. Important: The rack and pinion boot (3) must not be twisted, puckered or out of shape in any way. If the rack and pinion boot (3) is not shaped properly, adjust the rack and pinion boot (3) by hand before installing the boot clamp. 5. Install the rack and pinion boot onto the gear assembly (1) until the rack and pinion boot (3) is seated in the gear assembly groove. Page 761 Camshaft Position (CMP) Sensor Page 9428 Seat Cushion: Service and Repair Seat Cushion Frame Replacement - Front Seat Cushion Frame Replacement - Front Removal Procedure 1. Remove the seat cushion cover and pad from the seat cushion frame. 2. Disconnect the seat back recliner cable from the seat cushion frame. 3. Remove the seat back recliner bolts from the seat cushion frame. 4. Remove the seat back with recliners from the seat cushion frame. 5. Remove the power seat switch bracket screws. Remove the bracket from the seat cushion frame. 6. Remove the seat adjuster bolts (1) from the seat cushion frame (2). 7. Remove the seat adjusters (3) from the seat cushion frame (2). Installation Procedure Locations Locations View Page 5100 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3001 Electrical Symbols Part 2 Page 2345 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 3517 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 6395 6.2. Rotate the rotor and locate the point with the highest dial indicator reading (rotor "high spot"). 6.3. Note the amount and location of the "high spot" on the rotor and mark the closest wheel stud relative to this location. 7. Select the appropriate "Brake Align(R) Correction Plate" required to compensate for the lateral run-out from the plates listed in the chart below. Verify that the plate selected corrects the run-out specification to within .040 mm (.0015 in) or less. 8. Remove the wheel nuts, conical washers and rotor. Important: Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. 9. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. 10. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 6.3. 11. Re-install the calipers and wheels. Important It is critical to follow the procedure below for torquing the wheels. Brake rotors may be distorted if the wheel nuts are tightened with an impact wrench or if this procedure is not followed exactly. Tighten Tighten the wheel nuts to 140 N.m (100 lb ft) with a TORQUE WRENCH following the three step method shown. ^ Hand tighten all 5 wheel nuts using the star pattern (refer to the illustration). ^ Tighten all 5 wheel nuts to approximately 1/2 specification using the star pattern. ^ Tighten all 5 wheel nuts to 140 N.m (100 lb ft) using the star pattern. 12. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor inboard friction surface approximately 12.7 mm (0.5 in) from the rotors's outer edge. 13. Rotate the wheel on the opposite side of the vehicle and confirm that lateral run-out is less than or equal to .040 mm (.0015 in). If run-out is less than or equal to.040 mm (.0015 in), proceed to Step 14. if run-out is greater than .040 mm (.0015 in), remove the wheel and secure the rotor using conical retaining washers J 45101-100 and the existing wheel nuts. Measure run-out following Steps 3 and 4 above to ensure that the right correction plate was selected and properly installed. If run-out is within specification, reinstall the wheel making sure to use the three step tightening procedure in Step 11 and check run-out per Steps 12 and 13. If run-out is still out of specification, index the wheel or install a wheel from another position on the car until the correct run-out specification is achieved Page 4314 Conversion - English/Metric Page 5030 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 1031 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2167 Engine Oil Pressure: Testing and Inspection Oil Pressure Diagnosis and Testing Low or No Oil Pressure The following conditions may cause low or no oil pressure: ^ Low oil level Fill to the full mark on the oil level indicator. ^ Incorrect or malfunctioning oil pressure switch Replace the oil pressure switch. ^ Incorrect or malfunctioning oil pressure gauge Replace the oil pressure gauge. ^ Improper oil viscosity or diluted oil ^ Install oil of proper viscosity for expected temperature. ^ Install new oil if the oil is diluted. ^ A worn or dirty oil pump Clean or replace the oil pump. ^ A plugged oil filter Replace the oil filter. ^ A loose or plugged oil pickup screen Replace the oil pickup screen. ^ A hole in the oil pickup tube Replace the oil pickup tube. ^ Excessive bearing clearance Replace the bearings. ^ Cracked, porous, or plugged oil gallery Repair or replace the engine block. ^ Missing or improperly installed gallery plugs Install or repair the plugs as needed. ^ A stuck pressure regulator valve ^ Inspect the pressure regulator valve for sticking in the bore. ^ Inspect the bore for scoring and burrs. ^ A worn or poorly machined camshaft Replace the camshaft. ^ Worn valve guides Repair the valve guides as needed. Oil Pressure Testing ^ Tools Required J 25087-C Oil Pressure Tester If the vehicle has low oil pressure complete the following steps: 1. Inspect the oil level. 2. Raise and support the vehicle. 3. Remove the oil filter. 4. Assemble the plunger valve in the large hole of the J25087-C base. Insert the hose in the small hole of the J25087-C base. Connect the gauge to the end of the hose. 5. Insert the flat side of the rubber plug in the bypass valve without depressing the bypass valve. 6. Install the J 25087-C on the filter mounting pad. 7. Start the engine. 8. Inspect the overall oil pressure, the oil pressure switch, and for noisy lifters. Ensure that the engine is at operating temperature before inspecting the oil pressure. The oil pressure should be approximately 414 kPa (60 psi) at 1,850 RPM using 5W-30 engine oil. 9. If adequate oil pressure is indicated, test the oil pressure switch. 10. If a low reading is indicated, press the valve on the tester base in order to isolate the oil pump and/or its components from the lubricating system. An adequate reading at this time indicates a good pump and the previous low pressure was due to worn bearings, etc. A low reading while pressing the valve indicates a faulty pump. Page 3006 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 1366 Fuel Pressure: Testing and Inspection Fuel System Diagnosis SYSTEM DESCRIPTION When the ignition is turned ON, the powertrain control module (PCM) will turn ON the in-tank fuel pump. The in-tank fuel pump will remain ON as long as the engine is cranking or running and the PCM is receiving ignition reference pulses. If there are no ignition reference pulses, the PCM will turn the in-tank fuel pump OFF 2 seconds after the ignition is turned ON or 2 seconds after the engine stops running. The in-tank fuel pump is an electric pump attached to the fuel sender assembly. The fuel pump is designed to provide fuel at a pressure above the pressure needed by the fuel injectors. A fuel pressure regulator, attached to the fuel rail, keeps the fuel available to the fuel injectors at a regulated pressure. Unused fuel is returned to the fuel tank by a separate fuel return pipe. TEST DESCRIPTION Page 739 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 10671 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 203 Various symbols are used in order to describe different service operations. Page 3806 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 2541 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 5133 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 7892 11. Push the nuts and the ferrules over each of the liquid line halves. Install the ferrules with the small end toward the nut. 12. Install the liquid line into the A/C refrigerant filter. Ensure to bottom out the liquid line. 13. While holding the liquid line bottomed out in the A/C refrigerant filter, tighten the nuts securely. 14. Disassemble the A/C refrigerant filter from the liquid line. 15. Lubricate the O-rings with clean 525 viscosity refrigerant oil. 16. Install the O-rings onto the liquid line. 17. Install the liquid line into the A/C refrigerant filter. Ensure to bottom out the liquid line. 18. While holding the liquid line bottomed out in A/C refrigerant filter, tighten the nuts securely. Tighten Tighten the nuts to 15 N.m (11 lb ft). 19. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 20. Leak test the fittings of the component using the J 39400-A. 21. Install the right front fender liner. 22. Lower the vehicle. Spark Plug Gap Spark Plug: Specifications Spark Plug Gap Spark Plug Gap ................................................................................................................................... .................................................. 1.524mm (0.060 in) Page 10705 2. Remove the AIR BAG fuse from the panel. 3. Remove the three screws attaching the lower steering column cover to the steering column. 4. Remove the upper steering column cover. 5. Remove the two screws that attach the IP cluster bezel to the IP. 6. Using a small flat-blade screwdriver, gently pry out and remove the IP cluster trim plate from the IP. 7. Disconnect the electrical connectors from the other switches in the trim plate. 8. Disconnect the electrical connector from the hazard warning switch. 9. Using a small flat-blade screwdriver, carefully push in on the tabs to release the hazard warning switch from the IP cluster trim plate. 10. Remove the hazard warning switch by pushing in an outward motion on the switch while holding onto the IP cluster trim plate. 11. Install the new hazard warning switch by pushing in an inward motion on the switch while holding onto the IP cluster trim plate. Push inward on the switch until it is fully seated into the IP cluster trim plate. Page 549 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Diagrams Accessory Power Outlet Suspension - Front/Rear Squawking Noise Stabilizer Bushing: All Technical Service Bulletins Suspension - Front/Rear Squawking Noise File In Section: 03 - Suspension Bulletin No.: 01-03-08-003A Date: February, 2002 TECHNICAL Subject: Squawk Noise from Front and/or Rear Suspension (Lubricate Stabilizer Bushings) Models: 1997-2002 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1999-2002 Pontiac Grand Am This is being revised to include additional graphics and torque specifications. Please discard Corporate Bulletin Number 01-03-08-003 (Suspension). Condition Some customers may comment on a squawk noise from the front and/or rear suspension while driving. Cause The noise may be due to a slip/stick condition between the front and/or rear stabilizer bushings. Correction Follow the service procedure below and lubricate the front and/or rear stabilizer bushings with Special Lubricant High Temperature, P/N 12345879 (in Canada, use P/N 10953511). Service Procedure for Front Suspension 1. Raise and support the vehicle allowing the front suspension to hang free. Refer to Lifting and Jacking the Vehicle (SI2000 Document ID # 632491) in the General Information sub-section of the Service Manual. 2. Remove the stabilizer shaft links. Refer to Stabilizer Shaft Link Replacement (SI2000 Document ID # 635842) in the Front Suspension sub-section of the Service Manual. 3. Support the rear of the crossmember with an adjustable jack stand. 4. Remove the rear bolts from the crossmember. 5. Remove the lower control arm rear bolts. 6. Lower the rear of the crossmember with the adjustable jack stand. 7. Remove the power steering line bracket from the suspension crossmember on the right side of the vehicle. Page 2550 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 2454 Notice: Refer to Fastener Notice in Service Precautions. 2. Install the water pump bolts. Tighten the water pump bolts to 10 Nm (89 inch lbs.). 3. Install the water pump pulley and bolt until snug. 4. Install the drive belt. 5. Tighten the water pump pulley bolts. Tighten the water pump pulley bolts to 25 Nm (18 ft. lbs.). 6. Fill the cooling system. 7. Inspect for leaks. Page 2468 coolant system integrity and will no longer be considered a 5 yr/150,000 mile (240,000 km) coolant. Coolant Removal Services/Recycling The tables include all coolant recycling processes currently approved by GM. Also included is a primary phone number and demographic information. Used DEX-COOL(R) can be combined with used conventional coolant (green) for recycling. Depending on the recycling service and/or equipment, it is then designated as a conventional 2 yr/30,000 mile (50,000 km) coolant or DEX-COOL(R) 5 yr/150,000 mile (240,000 km) coolant. Recycled coolants as designated in this bulletin may be used during the vehicle(s) warranty period. DEX-COOL(R) Recycling The DEX-COOL(R) recycling service listed in Table 2 has been approved for recycling waste engine coolants (DEX-COOL) or conventional) to DEX-COOL(R) with 5 yr/150,000 mile (240,000 km) usability. Recycling Fluid Technologies is the only licensed provider of Recycled DEX-COOL(R) meeting GM6277M specifications and utilizes GM approved inhibitor packages. This is currently a limited program being monitored by GM Service Operations which will be expanded as demand increases. Conventional (Green) Recycling Page 2723 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 11004 Electrical Symbols Part 2 Page 1610 1. Lightly oil the replacement oil filter gasket using clean oil. Install the new oil filter. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the new oil filter. After the oil filter gasket contacts the oil filter mounting surface, tighten the new oil filter to 3/4-1 full turn. 3. Install the engine oil drain plug. Tighten the engine oil drain plug to 25 Nm (18 ft. lbs.). 4. Remove the oil drain pan. 5. Lower the vehicle. 6. Fill the engine using new engine oil. 7. Start the engine. 8. Inspect for oil leaks after engine start up. 9. Turn Off the engine. Allow a few minutes in order to allow for the oil to drain back into the oil pan. 10. Remove the oil level indicator from the oil level indicator tube. 11. Clean Off the indicator end of the oil level indicator using a clean paper towel or a cloth. 12. Install the oil level indicator into the oil level indicator tube until the oil level indicator handle contacts the top of the oil level indicator tube. 13. Remove the oil level indicator from the oil level indicator tube. Keep the tip of the oil level indicator down. 14. Inspect the level of the engine oil on the oil level indicator. 15. If needed, readjust the oil level by adding or draining the engine oil. Page 7272 6. Connect the electrical connectors (3) to the multifunction switch (1). 7. Install the electrical harness to the steering column. 8. Install the trim covers. 9. Install the driver's insulator panel. 10. Install the steering wheel. 11. Enable the SIR system. Page 3710 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Locations Underhood Fuse Block (Part 1) Page 3693 Data Link Connector (DLC) Page 5602 If clutch debris is found, it is also very important to inspect the Pressure Control (PC) solenoid valve (377) fluid screens. Clean or replace the PC solenoid (377) as necessary. It is also important to flush and flow check the transmission oil cooler using J45096. Refer to SI Automatic Transmission Oil Cooler Flushing and Flow Test for the procedure. The notches above each sprag must point up as shown when assembled into the outer race. Bearing Assembly, Input Sun Gear Snap Ring, Overrun Clutch Hub Retaining Hub, Overrun Clutch Wear Plate, Sprag Assembly Retainer and Race Assembly, Sprag Forward Sprag Assembly Retainer Rings, Sprag Assembly Outer Race, Forward Clutch Washer, Thrust (Input Carrier to Race) The following information applies when this sprag is used in 1982-86 transmissions. The new design sprag can be used on models 1982 through 1986, by replacing the entire assembly (637 - 644). Individual components are NOT Page 6889 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Page 5348 Page 3211 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 10191 IP Dimmer Switch Page 2636 Exhaust Crossover Pipe: Service and Repair Exhaust Crossover Pipe Replacement Removal Procedure 1. Remove the air cleaner assembly. 2. Remove thermostat by-pass pipe assembly. 3. Remove the exhaust crossover pip heat shield bolts. 4. Remove the crossover pipe heat shield. 5. Remove the exhaust crossover pipe bolts. 6. Remove the exhaust crossover pipe. Installation Procedure Page 5912 Transmission Cooler: Technical Service Bulletins A/T - Oil Cooler Flushing/Flow Check Procedures File In Section: 07 - Transmission/Transaxle Bulletin No.: 99-07-30-017A Date: February, 2003 INFORMATION Subject: Automatic Transmission Oil Cooler Flushing and Flow Check Procedures Models: 2003 and Prior GM Light Duty Trucks 2003 HUMMER H2 with Allison(R) Automatic Transmission (RPO M74) This bulletin revises bulletin 99-07-30-017 to reflect the release of the new Transflow(R) J 45096 Transmission Cooling System Service Tool. The Transflow(R) Transmission Cooling System Service Tool is to be used for all vehicles. Please discard Corporate Bulletin Number 99-07-30-017 (Section 07 - Transmission/Transaxle). Refer to Corporate Bulletin Number 02-07-30-052. Important: If you were sent here by the instruction booklet for the J 45096 TransFlow(R) machine, note that the table has been moved to Corporate Bulletin Number 02-07-30-052. Disclaimer Page 6491 Brake Rotor/Disc: Service and Repair Brake Rotor Refinishing Brake Rotor Refinishing ^ Tools Required ^ J 41013 Rotor Resurfacing Kit ^ J 42450-A Wheel Hub Resurfacing Kit 1. The disc brake rotors do not require refinishing as part of routine brake system service. Do not refinish disc brake rotors in an attempt to correct the following conditions: ^ Brake system noise - squeal, growl, groan ^ Uneven and/or premature disc brake pad wear ^ Superficial or cosmetic corrosion/rust of the disc brake rotor surface ^ Scoring of the disc brake rotor surface less than the maximum allowable specification 2. Disc brake rotors should only be refinished if the following conditions exist: ^ Excessive corrosion/rust and/or pitting ^ Cracks and/or heat spots ^ Excessive bluing discoloration ^ Scoring of the disc brake rotor surface in excess of the maximum allowable specification ^ Lateral runout in excess of the maximum allowable specification ^ Thickness variation in excess of the maximum allowable specification 3. Inspect each of the disc brake rotors and determine if the rotors can be refinished and remain above the minimum allowable thickness after refinish specification: 3.1. Inspect the thickness of each of the disc brake rotors. 3.2. Inspect each of the disc brake rotors for excessive surface wear and/or lateral runout. 4. If the rotors can be refinished, proceed with the rotor refinishing procedure. Important: Failure to clean the corrosion from the wheel bearing flange, brake rotor mating surface, and brake rotor mounting face may result in increased lateral runout of the brake rotor and brake system pulsation. 5. Use the J41013 in order to thoroughly clean any corrosion from the wheel bearing flange. 6. Use the J 42450-A, in order to thoroughly clean any corrosion/rust from the brake rotor mating surface and mounting face. 7. Mount the brake rotor to the brake lathe according to the lathe manufacturer's instructions, ensuring that all mounting attachments and adapters are clean and free of debris. 8. Ensure that any vibration dampening attachments are securely in place. 9. With the brake lathe running, slowly bring in the cutting tools until they just contact the brake rotor friction surfaces. 10. Observe the witness mark on the brake rotor. If the witness mark extends approximately three-quarters or more of the way around the brake rotor surface on each side, the brake rotor is properly mounted to the lathe. 11. If the witness mark does not extend three-quarters or more of the way around the brake rotor, re-mount the rotor to the lathe. 12. Following the brake lathe manufacturer's instructions, refinish the brake rotor. 13. After each successive cut, inspect the brake rotor thickness. 14. If at any time the brake rotor exceeds the minimum allowable thickness after refinish specification, the brake rotor must be replaced. 15. After refinishing the brake rotor, use the following procedure in order to obtain the desired non-directional finish: 15.1. Follow the brake lathe manufacturer's recommended speed setting for applying a non-directional finish 15.2. Using moderate pressure, apply the non-directional finish: - If the lathe is equipped with a non-directional finishing tool, apply the finish with 120 grit aluminum oxide sandpaper - If the lathe is not equipped with a non-directional finishing tool, apply the finish with a sanding block and 150 grit aluminum oxide sandpaper 15.3. After applying a non-directional finish, clean each friction surface of the brake rotor with denatured alcohol or an equivalent brake cleaner 16. Remove the brake rotor from the brake lathe. Page 973 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 4962 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 357 Power Mirror Switch: Service and Repair REMOVAL PROCEDURE 1. With a flat-bladed tool release the power accessory switch panel retainers (1). Push in and lift up on the retainers to remove the switch plate (1) from the door trim panel. 2. Disconnect the electrical connector (1) from the power mirror switch. 3. Release the power mirror switch retainers. Push the mirror switch out of the accessory switch plate. INSTALLATION PROCEDURE Page 3757 Fuel Tank Pressure (FTP) Sensor A/T - Pressure Control Solenoid Replacement Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid Replacement File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-048 Date: November, 2002 INFORMATION Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E Transaxle/Transmission Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes MN4, MN5, M13, M15, MN3, MN7 or M76 The pressure control solenoid in the above transaxles has changed for the 2003 models. Important: While the physical dimensions will allow usage of the new solenoid in past model transaxles or usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging of the pressure control solenoids will result in improper shift characteristics, customer dissatisfaction, and needed repeat repairs. When replacing a pressure control solenoid, be sure to use the correct part number. Page 4697 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 2353 Various symbols are used in order to describe different service operations. Page 7245 Steering Gear: Service and Repair Power Steering Gear Replacement Power Steering Gear Replacement Removal Procedure 1. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 2. Remove the tires and wheels. 3. Remove the stabilizer shaft links from the control arms. 4. Remove the tie rod ends from the steering knuckle. 5. Remove the intermediate shaft lower pinch bolt (1) from the power steering gear (2). 6. Remove the stabilizer shaft. 7. Remove the power steering hoses from the from the power steering gear. 8. Remove the power steering gear bolts (2) from the frame (3). 9. Remove the power steering gear (1) through the left wheel opening. Installation Procedure Page 10403 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 3622 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 9533 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 7735 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 6324 10. Disconnect the EBCM harness connector (2) from the EBCM (1). 11. Remove the BPMV retaining nut (2). 12. Remove the (EBCM)/BPMV assembly (3) from the vehicle. 13. Remove the 2 bolts (1) attaching the BPMV bracket (2) to the frame. 14. Remove the BPMV bracket (2) from the vehicle. Installation Procedure 1. Install the BPMV bracket (2) to the vehicle. Notice: Refer to Fastener Notice in Service Precautions. Lighting - Exterior Lamp Condensation and Replacement Tail Lamp: All Technical Service Bulletins Lighting - Exterior Lamp Condensation and Replacement INFORMATION Bulletin No.: 01-08-42-001H Date: January 05, 2011 Subject: Exterior Lamp Condensation and Replacement Guidelines Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 01-08-42-001G (Section 08 - Body and Accessories). The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak. Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during certain weather conditions. Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens. Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours. Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps require the replacement of the complete lamp assembly if a bulb filament burns out. Condensation 2006 TrailBlazer Shown A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity - May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface. - The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON. - A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance. If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition. Water Leak New Style Pickup Shown Page 9499 6. Install the center pillar lower trim panel. 7. Install the center pillar upper trim panel. 8. Install the carpet retainer. Page 5831 Transmission Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the electrical connector at the vehicle speed sensor. 3. Remove the retaining stud and the sensor. Pull straight out in order to avoid damage to the case. Installation Procedure 1. Clean and dry the vehicle speed sensor. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the vehicle speed sensor and the retaining bolt. - Tighten the stud to 12 Nm (97 inch lbs.). 3. Install the electrical connector at the sensor. 4. Remove the safety stands. 5. Lower the vehicle. Page 2231 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Page 9433 1. Install the seat cushion cover onto the pad. 2. Hook the seat cover loops to the rear of the seat frame. 3. Hook the seat cover loops to the front of the seat frame. 4. Adjust seat cushion cover to a desired appearance. With firm hand pressure fasten the hook and the loop retainers. 5. Pull the draw string tight. Specifications Coolant Drain Plug: Specifications Coolant Drain Plug .............................................................................................................................. ..................................................... 19 Nm (14 ft. lbs.) Page 797 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 7127 For vehicles repaired under warranty, use the table. Disclaimer Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Page 2944 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Locations Oil Level Sensor For ECM: Locations Locations View Engine Oil Level Switch (If Equipped) Page 9223 NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the sunroof actuator bolts. Tighten Tighten the sunroof actuator bolts to 4 N.m (35 lb in). 3. Connect the electrical connector to the sunroof actuator. 4. Remove the sunroof timing pins. 5. Install the front screws to the sunroof glass panel. 6. Check the sunroof for proper operation. 7. Install the headliner. Specifications Timing Chain Tensioner: Specifications Timing Chain Dampener Bolt .............................................................................................................. ..................................................... 21 Nm (15 ft. lbs.) Page 3375 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Diagrams Automatic Transmission (A/T) Shift Indicator Lamp Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Locations Locations View Page 10185 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Locations Throttle Position Sensor: Locations Locations View Locations Locations View Page 2587 Electrical Symbols Part 4 Page 6394 2. Ensure that all the mating surfaces of the rotor and the hub are clean using the J 42450-A, Wheel Hub Cleaning Kit, to clean around the wheel studs. Use the J 41013, Wheel Hub Resurfacing Kit, to clean the mating surface of the rotor and bearing hub. Mount the new or refinished rotor onto the vehicle hub and secure using Conical Retaining Washers, J 45101-100 and the existing wheel nuts. Do not install the calipers and the wheels at this time. Tighten Tighten the wheel nuts in a star pattern to 140 N.m (100 lb ft) using J 39544, Torque Socket or equivalent. 3. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor outboard friction surface approximately 12.7 mm (0.5 in) from the rotor's outer edge. 4. Rotate the rotor and measure the total lateral run-out. 5. Based on the measurement taken in the previous step, proceed as indicated below: ^ Lateral run-out LESS than or equal to .040 mm (.0015 in), remove wheel nuts and conical washers and then proceed to Step 11. ^ Lateral run-out GREATER than .040 mm (.0015 in), proceed to the next step. 6. Following procedure below, determine the correct "Brake Align(R)" Correction Plate" that will be required to bring lateral run-out within the specification: 6.1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is indicated and set the dial indicator to zero. Page 10024 Conversion - English/Metric Page 8877 4. Install the front door check link bolt. Tighten the bolt to 9 N.m (80 lb in). 5. Install the rear door water deflector. Page 3200 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2590 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 4803 1. Install the new idle air control O-ring. 2. Install the idle air control valve into the throttle body. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the idle air control valve attaching screws. Tighten Diagrams Sunroof Switch Page 2296 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 9220 Sunroof / Moonroof Motor: Description and Operation The sunroof has a bi-directional sunroof motor. When the sunroof motor is not operating both circuits are grounded. When the sunroof motor drives the sunroof glass in the direction from the closed to vent or vent to open position, the following occurs: ^ Voltage is supplied to the sunroof motor open circuit. ^ Ground is maintained to the sunroof motor close circuit. When the sunroof motor drives the sunroof glass in the direction from the open to vent or vent to closed position, the following occurs: ^ Voltage is supplied to the sunroof motor close circuit. ^ Ground is maintained to the sunroof motor open circuit. The sunroof control module is equipped with a timer circuit which stops the operation of the sunroof motor after 8 seconds. Specifications Coolant Line/Hose: Specifications Heater Inlet Pipe Nut ........................................................................................................................... .................................................... 25 Nm (18 ft. lbs.) Heater Inlet Pipe Stud ....................................... ....................................................................................................................................... 50 Nm (37 ft. lbs.) Intake Manifold Coolant Pipe Bolt ...................................................................................................................................................... 10 Nm (89 inch lbs.) Page 1703 Steps 6-17 Page 315 Ignition Control Module (ICM) C3 Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER INTAKE DUCT REPLACEMENT REMOVAL PROCEDURE 1. Loosen the 2 intake air duct (shown similar) clamps from the air cleaner assembly and throttle body. 2. Disconnect the intake air temperature (IAT) sensor electrical connector. 3. Remove intake air duct/mass air flow (MAF) sensor from air cleaner assembly and throttle body. 4. Loosen the clamp on the MAF sensor and separate the intake air duct from the MAF sensor. INSTALLATION PROCEDURE 1. Assemble the intake air duct and MAF sensor. 2. Install the assembly (shown similar) to the throttle body and air cleaner assembly. NOTE: Refer to Fastener Notice in Service Precautions. 3. Secure the 3 clamps on the intake air duct/MAF sensor assembly. Tighten Tighten the air cleaner duct clamps to 2 N.m (18 lb in). Page 10675 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 5776 Disclaimer Page 1586 Fluid - A/T: Fluid Type Specifications Transmission Fluid Type Type ..................................................................................................................................................... ...................................... DEXRON III or Equivalent Page 9222 6. Remove the bolts from the sunroof actuator. 7. Remove the sunroof actuator from the sunroof module. INSTALLATION PROCEDURE 1. Install the sunroof actuator to the sunroof module. Page 684 Turn Signal Switch: Specifications Multifunction Turn Signal Switch Screw 35 inch lbs. Page 9902 Dimmer Switch: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 3325 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 923 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 1966 Engine Block Heater: Service and Repair Coolant Heater Replacement Coolant Heater Replacement Removal Procedure 1. Drain the cooling system. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Disconnect the engine coolant heater cord from the engine coolant heater. 4. Loosen the engine coolant heater bolt. Do not remove the engine coolant heater bolt. 5. Remove the engine coolant heater. 6. Clean the engine coolant heater opening. Installation Procedure 1. Apply GM P/N 12346004 (Canadian P/N 10953480) or the equivalent to the following: ^ The engine block heater seal ^ The cleaned surface of the engine block heater hole 2. Position the engine coolant heater element at the 3 o'clock position (2). 3. Install the engine coolant heater. Final installed position between 2 o'clock (1) and 4 o'clock (3) is acceptable. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the engine coolant heater bolt. Tighten the bolt to 2 Nm (18 inch lbs.). 5. Connect the engine coolant heater cord to the engine coolant heater. 6. Lower the vehicle. 7. Fill the cooling system. Page 5471 Parts are currently available from GMSPO. Disclaimer Page 353 Power Door Lock Switch: Service and Repair Power Door Lock Switch Replacement REMOVAL PROCEDURE 1. Remove the door handle bezel (3). 2. Release the retaining tabs for the power door lock switch (2) from the door handle bezel (3). 3. Disconnect the electrical connector (1) from the power door lock switch (2). INSTALLATION PROCEDURE 1. Install the power door lock switch (2) to the door handle bezel (3). 2. Connect the electrical connector (1) to the power door lock switch (2). 3. Install the door handle bezel. Page 3949 Body Control Module: Scan Tool Testing and Procedures Scan Tool Data Definitions Scan Tool Data Definitions Use the Scan Tool Data Display Vetues end Definitions Information in order to assist in diagnosing vehicle malfunctions. Compare the vehicles actust scan tool dale with the typical data display value table information. Use the data information in order to aid in undarstanding the nature of the problem when the vehicle does not match with the typical data display values. The scan tool data values were taken from a known good vehicle under the following conditions: ^ The ignition switch is in the ON position. ^ The engine is not running. ^ The vehicle is in PARK. A/C Clutch Mode: The BCM acquires the mode that the A/C clutch is in and sends the mode data over the Class 2 serial data circuit. A/C Request: The BCM uses this input to determine the position of the air conditioning switch. YES is displayed when A/C is requested. BCM Option config. No.: This data is the BCM option configuration data, Calibration ID: This information refers to how the BCM is calibrated. This information is for assembly plant use only. Ignition 0: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run or ACCY position. Ignition 1: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run or CRANK position. Ignition 3: The BCM uses this data in order to determine the position of the ignition switch. Active is displayed when the ignition switch is in the Run position. Key In Ignition: This information refers to whether or not the ignition key is inserted into the ignition switch. The BCM uses this data to perform chime functions. Yes is displayed when the key is inserted into the ignition switch. Last 4 Dig. of GM Part #: This information refers to the last 4 digits of the GM BCM part number that is currently in the vehicle. Last 4 Digits of SDM Part Number:This is the last four digits of the vehicles onboard SDM part number. Model Year: This informafion refers to the model year of the vehicle. Seatbelt: This Data indicates the status of the Seatbelt. Turn Signal Switch: The BCM monitors the Turn signal Indicator Switch and transmits the appropriate message for the position. Panic Horn Relay: This output displays whether or not the BCM is providing ground or the horn relay. ON is displayed when the BCM is providing ground for the relay. Park Brake Switch: The BCM uses this input to determine the position of the rear park brake awuch. ON is displayed when the park brake is applied. Washer Fluid Level: The BCM has a discreet input for monitoring the Windshield Washer Fluid level, and transmits the data over the Class 2 serial data circuit. Year Module Built: This information refers to the year that the BCM was built. Page 3868 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 10305 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 3007 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 852 Disclaimer Page 247 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 10020 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 2440 ^ Incorrect combustion - Reduced ignition system voltage output ^ Weak coils ^ Worn ignition wires ^ Incorrect spark plug gap - Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that normal combustion deposits may not burn off. ^ Deposit Fouling-Oil, coolant, or additives that include substances such as silicone, very white coating, reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a glazing over the electrode. Page 9914 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Left Front Seat Belt Retractor: Service and Repair Left Front REMOVAL PROCEDURE 1. Remove the trim panel from the lower center pillar. 2. Remove the anchor bolt from the front seat belt. 3. Remove the shoulder belt guide cover. 4. Remove the shoulder belt guide bolt. 5. Remove the shoulder belt guide. Page 6922 Relay Box: Locations Underhood Junction Block Underhood Fuse Block (Part 1) Specifications Fuel Pressure: Specifications Fuel System Pressure Fuel System Pressure Key On Engine Off 52-59 psi Page 3005 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4006 ^ If you are performing the pass-through programming procedure using a notebook computer without the power cord, ensure that the internal battery is fully charged. After Programming a Control Module The powertrain may operate slightly different after a control module software/calibration update. Operating the powertrain through various driving conditions allows the control module to re-learn certain values. The control module must re-learn the following after a software/calibration update: ^ Fuel trim correction ^ Idle Air Control (IAC) learned position ^ Automatic transmission shift adapts Other learned values only re-learn by performing a service procedure. If a control module is replaced the following service procedures may need to be performed: ^ The crankshaft variation learn procedure ^ The engine oil life reset procedure ^ The idle learn procedure ^ The inspection/maintenance complete system set procedure ^ The vehicle theft deterrent password learn procedure ^ The Throttle Position (TP) sensor learn procedure Page 9813 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 10477 Hazard Warning Switch: Service and Repair HAZARD WARNING SWITCH REPLACEMENT - ON VEHICLE REMOVAL PROCEDURE 1. Disable the SIR system. Refer to Disabling the SIR System in Restraint Systems. 2. Remove the Instrument Panel (IP) cluster trim plate from the IP carrier. 3. Disconnect the dimmer switch electrical connector if required. 4. Disconnect the hazard warning switch electrical connector. 5. With a small flat-bladed tool release the retaining tabs for the hazard warning switch. 6. From the back side of the IP cluster trim plate, push the hazard warning switch in a outward motion. This will remove the switch from the IP cluster trim plate. INSTALLATION PROCEDURE 1. Align the hazard warning switch to the opening in the IP cluster trim plate. 2. Push inward on the hazard warning switch until fully seated into IP cluster trim plate. 3. Connect the hazard warning switch electrical connector. 4. Connect the dimmer switch electrical connector if required. 5. Install the IP cluster trim plate to the IP carrier. 6. Enable the SIR. Refer to Enabling the SIR System in Restraint Systems. Page 3831 Steps 1-5 Page 7651 9. Remove the defroster duct. 10. Remove the right side window defogger duct. 11. Remove the left side window defogger duct. 12. Unsnap the lap air duct from the air distribution duct. 13. Remove the wiring harness from the left end of the air distribution duct. 14. Remove the air distribution duct bolts. 15. Remove the air distribution duct from the vehicle. INSTALLATION PROCEDURE Page 4492 Steps 7-13 Page 10633 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 4689 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 6960 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 10786 3. Prepare the surface of the used defroster tab (not required for new tabs on new-style full-size utility models) and the defroster buss bar with fine grain (500 grit) sandpaper or Emery cloth. It is not necessary to remove all of the original solder, but it should be scuffed sufficiently so that no oxidation is present. The photo above shows a close up of a properly prepared surface. Tip You may want to mask the glass around the contact area with tape. This is easy to do and will allow you to safely prepare the contact surface without the risk of scratching the glass or the black painted shading. Important Most rear glass has a black painted masking around the edge of the glass. When cleaning up the connection surface, be very careful not to damage the surface of the black shading or the surface of the glass. 4. Wipe the newly prepared contact area with Kent Automotive* Acrysol(TM) (or equivalent) to remove any residual oil or dirt. Important Page 1358 Notice: Refer to Fastener Notice in Service Precautions. 5. Install the strut to knuckle nuts. ^ Tighten the nuts to 180 Nm (133 ft. lbs.). Front Caster Adjustment The caster is not adjustable. If the caster angle is not within specifications, inspect for suspension support misalignment or front suspension damage. Replace the parts as necessary. The alignment checking lists measurement points in order to determine the proper underbody alignment. Front Toe Adjustment 1. Ensure that the steering wheel is set in a straight ahead position. 2. Loosen the tie rod jam nut (5). 3. Adjust the toe to specification by turning the adjuster (6). Refer to Wheel Alignment Specifications. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the tie rod jam nut (5). ^ Tighten the tie rod jam nut (5) to 68 Nm (50 ft. lbs.). Page 4458 Canister Vent Valve: Service and Repair EVAPORATIVE EMISSION (EVAP) CANISTER VENT VALVE REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Disconnect the electrical connector. 4. Remove the EVAP vent valve bracket bolt. 5. Remove the EVAP vent valve from the bracket. 6. Disconnect the vent hose from the EVAP vent valve. 7. Remove the EVAP vent valve. INSTALLATION PROCEDURE 1. Install the EVAP vent valve on bracket. 2. Connect the vent hose Canister vent hose should be routed below the fuel tank fill and vent hoses. NOTE: Refer to Fastener Notice in Service Precautions. 3. Reinstall the EVAP vent valve bracket. Tighten Tighten bracket bolt to 10 N.m (89 lb in) 4. Connect the EVAP vent valve electrical connector. Service and Repair Back Window Glass Moulding / Trim: Service and Repair Rear Window Reveal Molding Replacement The rear window reveal molding is an applied molding design separate from the window. The rear window reveal molding is bonded to the rear window and may be bonded to the body. The rear window reveal molding may be replaced with rear window the as an assembly, or the rear window reveal molding may be available as a separate service part. Refer to Urethane Adhesive Installation of Stationary Windows. Page 5988 Page 11039 5. Connect the washer pump electrical connector. 6. Install the air cleaner intake duct. 7. Fill the washer solvent container with washer solvent. Page 5212 Electrical Symbols Part 4 Page 7485 Tires: Technical Service Bulletins Tires - Sidewall Damage File In Section: 03 Suspension Bulletin No.: 01-03-10-011 Date: December, 2001 INFORMATION Subject: Tire Sidewall Damage Models: 2002 and Prior Passenger Cars and Light Duty Trucks Inspection of a number of tires returned to the Warranty Parts Center and the various tire manufacturers has revealed gouges and/or abrasions that are located on the tire's outboard sidewall. Typically, these gouges and/or abrasions appear to be located near where the tire was marked for wheel balance weight installation at the vehicle assembly plant. It has been determined that this type of surface damage to the tire may be the result of dealers or owners using a high pressure power washer to remove wax/paint/ink marks from the tire sidewall. Do not use a high pressure power washer on tires. To remove any markings from the tire's sidewall, only use soap water and a scrub brush. This type of tire sidewall damage should not be considered as a warrantable condition. DISCLAIMER Page 10749 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 9690 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 325 Inflatable Restraint Sensing And Diagnostic Module: Service and Repair INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE REPLACEMENT CAUTION: ^ Be careful when you handle a Sensing And Diagnostic Module (SDM). Do not strike or jolt the SDM. Before applying power to the SDM: ^ Remove any dirt, grease, etc. from the mounting surface ^ Position the SDM horizontally on the mounting surface ^ Point the arrow on the SDM toward the front of the vehicle ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. ^ If any water enters the vehicle's interior up to the level of the carpet or higher and soaks the carpet, the Sensing And Diagnostic Module (SDM) and the SDM harness connector may need to be replaced. The SDM could be activated when powered, which could cause deployment of the air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must be disabled. Refer to Disabling the SIR System. With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant soaking or evidence of significant soaking is detected, you must perform the following tasks: 1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4. Replace the SDM. Failure to follow these tasks could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Removal Procedure 1. Disable the SIR system. Refer to Air Bag(s) Arming and Disarming. 2. Remove the front passenger seat. 3. Remove the passenger front carpet retainer. 4. Fold back the carpet in order to access the inflatable restraint Sensing and Diagnostic Module (SDM). 5. Remove the Connector Position Assurance (CPA) (2) from the inflatable restraint Sensing and Diagnostic Module (SDM) harness connector (3). 6. Disconnect the SDM harness connector (3) from the SDM (5). 7. Remove the SDM mounting fasteners (1). 8. Remove the SDM (5) from the vehicle. Installation Procedure Page 3363 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 7854 6. Lower the vehicle. 7. Evacuate, recharge and leak test the system. Refer to Refrigerant Recovery and Recharging. Page 82 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 9869 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Diagram Information and Instructions Dimmer Switch: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 11098 Wiper Motor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Wiper and Washer Systems/Testing and Inspection. Engine Controls - MIL ON/Multiple DTC's Set Intake Air Temperature (IAT) Sensor: All Technical Service Bulletins Engine Controls - MIL ON/Multiple DTC's Set File In Section: 06 - Engine/Propulsion System Bulletin No.: 02-06-03-005 Date: June, 2002 TECHNICAL Subject: Service Engine Soon Light With Stored Codes P0112, P0113, P1111 or P1112 (Replace IAT Sensor Connector) Models: 1997-2002 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1999-2002 Pontiac Grand Am with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82, LG8, LA1) Condition Some customers may comment that the service engine soon light is on. The TECH 2 will show stored diagnostic trouble codes P0112, P0113, P1111, or P1112. Cause This condition may be caused by a broken wire at the intake air temperature (IAT) sensor connector. The break may not be readily apparent as the insulation may be intact. Correction If routine diagnosis leads to a broken wire at the IAT sensor connector, replace the connector as follows: 1. Remove the tape from the engine harness convoluted tube where the IAT circuit wires join the main engine harness. 2. Locate/isolate the 2 IAT wires within the engine harness. 3. Disconnect the IAT connector from the IAT sensor. 4. Remove the tape from the IAT and MAF (mass air flow) sensor wires to allow removal of the IAT wires. Important: Before cutting the IAT circuit wires, it will be necessary to determine the proper length. You need to add 38 mm - 50 mm (1.5 in - 2.0 in) to the length of the wire going to the IAT. Also, when cutting the IAT circuit wires, it is important that the wires are cut in a manner that will not create a large mass. Stagger the cuts and install the connector kit. Original connector cavity "A" has a red wire and cavity "B" has a tan wire. Make sure cavity "A" and cavity "B" wires on the replacement pig tail connector match "A" and "B" wires on the engine harness. This will provide strain relief and prevent recurrence of this concern. 5. After staggered cuts are made on the IAT wires in the engine harness, strip a small amount of the insulation from both wires and install the kit butt connectors to the bare IAT wires by crimping both. 6. Stagger the cuts on the pig tail wires to match the IAT engine harness wires. 7. Strip a small amount of the insulation from the pig tail IAT wire ends. Install and crimp both wires into the open end of the butt connectors that were installed on the engine harness IAT wires. 8. Heat shrink both IAT butt connectors and let the wires cool off. 9. After cool down is completed, the harness can be neatly taped with electrical tape. 10. Install the IAT connector on the IAT sensor. 11. Clear the codes. Page 825 Fuel Tank Pressure Sensor: Service and Repair REMOVAL PROCEDURE 1. Remove the fuel tank. 2. Disconnect the fuel tank pressure sensor electrical connector. 3. Remove the fuel tank pressure sensor from the fuel sender. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor to the fuel sender. 2. Connect the fuel tank pressure sensor electrical connector. 3. Install the fuel tank. CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure IMPORTANT: For additional diagnostic information, refer to DTC P1336. 1. Install a scan tool. 2. With a scan tool, monitor the powertrain control module for DTCs. If other DTCs are set, except DTC P1336, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 3. With a scan tool, select the crankshaft position (CKP) variation learn procedure. 4. Observe the fuel cut-off for the engine that you are performing the learn procedure on. 5. The scan tool instructs you to perform the following: ^ Block the drive wheels. ^ Apply the vehicles parking brake. ^ Cycle the ignition from OFF to ON. ^ Apply and hold the brake pedal. ^ Start and idle the engine. ^ Turn OFF the A/C. ^ Place the vehicle's automatic transmission in Park, or the manual transmission in Neutral. ^ The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity - If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) sensor activity - If there is a CMP sensor condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT) - If the ECT is not warm enough, idle the engine until the ECT reaches the correct temperature. 6. With the scan tool, enable the CKP system variation learn procedure. IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 7. Slowly increase the engine speed to the RPM that you observed. 8. Immediately release the throttle when fuel cut-off is reached. 9. The scan tool displays Learn Status: Learned this ignition. If the scan tool does NOT display this message and no additional DTCs set, refer to Symptoms - Engine. If a DTC set, refer to Diagnostic Trouble Code (DTC) List for the applicable DTC that set. 10. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. Page 7846 Heater Hose: Service and Repair Heater Hose Replacement - Outlet TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the engine coolant. Refer to Draining and Filling Cooling System in Cooling System. 2. Use J 38185 in order to reposition the outlet heater hose clamp from the quick connect fitting. 3. Disconnect the outlet heater hose (2) from the quick connect fitting. 4. Use J 38185 to reposition the outlet heater hose clamp from the heater core. 5. Disconnect the outlet heater hose from the heater core. 6. Remove the outlet heater hose. INSTALLATION PROCEDURE Page 1317 Conversion - English/Metric Page 3663 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 289 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 8920 Hood Latch: Service and Repair Hood Latch Replacement Hood Latch Replacement Removal Procedure 1. Open the hood. 2. Mark the location of the hood latch (2) to the support (1) using a grease pencil. 3. Remove the hood latch bolts (3) from the support (1). 4. Disconnect the hood latch cable from the hood latch (2). 5. Remove the hood latch (2) from the vehicle. Installation Procedure 1. Install the hood latch (2) to the vehicle. 2. Connect the hood latch cable to the hood latch (2). Notice: Refer to Fastener Notice in Service Precautions. 3. Install the hood latch bolts (3) to the to the support (1). Align the latch (2) with the reference mark. Tighten the bolts to 10 N.m (97 lb in). 4. Close the hood. 5. Adjust the hood if necessary. Refer to Hood Adjustment. Page 2822 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 5619 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 8407 A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 9654 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 4918 3. Install the 2 TP sensor fasteners, using a thread-locking compound on the screws. Loctite(R) 262, GM P/N #1052624., or equivalent should be used. Tighten Tighten the TP sensor attaching screws to 2 N.m (18 lb in). 4. Connect the TP sensor electrical connector. 5. Install the air intake duct. Page 6091 Axle Nut: Specifications This article has been updated with bulletin 03-04-18-001 AXLE NUT New Style Nut ^ Tighten the NEW style nut to 235 Nm (173 ft. lbs.). Old Style Nut ^ Tighten the OLD style nut to 385 Nm (284 ft. lbs.). Page 9686 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4097 Crankshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 942 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 209 Body Control Module: Electrical Diagrams Body Control Module Schematics: Powers, Grounds, And Communication Page 2585 Electrical Symbols Part 2 Page 9346 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 9874 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 2599 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3234 Electrical Symbols Part 4 A/T - 4T40-E/4T45-T Engineering Changes Clutch: All Technical Service Bulletins A/T - 4T40-E/4T45-T Engineering Changes File In Section: 07 - Transmission/Transaxle Bulletin No.: 03-07-30-006 Date: March, 2003 INFORMATION Subject: MN4 (4T40-E) MN5 (4T45-E) Engineering Changes Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1997 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1998-2002 Oldsmobile Intrigue 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1997-2003 Pontiac Grand Am with 4T40-E (MN4) or 4T45-E (MN5) Automatic Transmission Engineering changes have been incorporated into the MN4 and MN5 Reverse Clutch Housing and related parts beginning with transmission assemblies produced on December 4, 2002, Julian Date 02 338. Refer to the following list for the affected parts and a description of how each changed: The new Reverse Clutch Center Seal has a larger feed orifice. ^ The new Reverse Clutch Snap Ring is thicker and stiffer. ^ The new Reverse Housing Snap Ring Grove is wider to accommodate the thicker snap ring. Elimination of the Backing Plate Selectives. The new clutch assembly is built with only the thickest of the three previous selective backing plates. The new Reverse Wave Plate is stiffer. Notice: To maintain proper operating calibration of the transmission, determine which Reverse Clutch Housing, Center Seat, Snap Ring, Backing Plate and Wave Plate to use according to the Julian date on which the transmission was assembled. Failure to use these parts as instructed will cause improper function, shift feel, and possible transmission distress. The affected service kits include an instruction sheet that details the difference between the 1st and 2nd design center seals, and how to determine which to use. Disclaimer Page 2377 Timing Cover: Service and Repair Engine Front Cover Replacement Removal Procedure 1. Drain the cooling system. 2. Remove the oil pan. 3. Remove the crankshaft position (CKP) sensor. 4. Remove the lower front cover bolts (1). 5. Lower the vehicle. 6. Remove the engine mount. 7. Remove the engine mount bracket support. 8. Remove the power steering pump. 9. Loosen water pump pulley bolts. 10. Remove drive belt. Page 2776 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 9986 Equivalents - Decimal And Metric Part 1 Page 10827 Steps 12-20 The number(s) below refer to the step number(s) on the diagnostic table. 5. Listen for an audible click when the RR DEFOG relay operates. Command both the ON and OFF states of the RR DEFOG relay. Repeat the commands as necessary. Page 3561 Electrical Symbols Part 1 OnStar(R) - Aftermarket Device Interference Information Navigation System: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Page 9602 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 4416 For vehicles repaired under warranty, use the table. Disclaimer Page 3964 Electrical Symbols Part 2 Page 1901 2. Place the AT in Park (P) or the MT in the lowest gear (1st). 3. Securely attach the vehicle being towed to the tow vehicle. Caution: Shifting the transfer case to Neutral can cause the vehicle to roll, even if the transmission is in park (automatic) or 1st gear (manual), and may cause personal injury. 4. If equipped, place the transfer case shift lever in Neutral (N). Note: Use extra care whenever towing another vehicle. Do not exceed the towing vehicle's gross combination weight (GCW) by adding the weight of the dinghy towed vehicle or vehicle damage may result. 5. When the vehicle being towed is firmly attached to the tow vehicle, release the parking brake. 6. The Owner's Manual specifies the appropriate ignition key position to ensure that the steering is unlocked to allow the front wheels to follow the tow vehicle. Rear Wheel Drive Light Duty Trucks Important: ^ Dust or dirt can enter the back of the transmission through the opening created by the removal of the slip yoke from the transmission if proper protection is not provided. ^ Verify that the transmission fluid is at the proper level before driving the truck. Rear wheel drive vehicles, equipped with AT or MT, should NOT be dinghy towed. These transmissions have no provisions for internal lubrication while being towed. In order to properly tow these vehicles, place the vehicle on a platform trailer with all four tires off the ground. Avoid towing the vehicle with all four tires on the ground. In rare instances when it is unavoidable that a rear wheel drive vehicle be dinghy towed, the propeller shaft to axle yoke orientation should be marked and the propeller shaft removed. Refer to the applicable Service Manual for procedures on propeller shaft removal/installation. Transfer Case Identification Page 4714 5. Observe the fuel pressure gage with the fuel pump commanded ON. ^ If the fuel pressure IS between 345-414 kPa (50-60 psi), fuel system pressure is not the cause. Refer to the appropriate SI Document for additional diagnostic information. ^ If the fuel pressure IS LESS THEN 345-414 kPa (50-60 psi), continue with the next step. 6. Remove the fuel pump module. Refer to Fuel Pump Module Replacement in SI. Use the appropriate SI Document depending on model and year. 7. Flush the fuel tank with hot water. 8. Pour the water out of the fuel sender assembly opening in the fuel tank. Rock the fuel tank in order to be sure that the removal of the water from the fuel tank is complete. 9. Allow the tank to dry completely before reassembly. Refer to Fuel System Cleaning for additional information. Caution: The pot of the sending unit may have fuel in it. Use caution not to spill fuel on yourself while servicing the strainer. Note: Use care not to damage the fuel module pot when removing the old strainer. Damage to the pot may make it difficult or impossible to install the new strainer and/or make the module inoperative. 10. Insert the tip of a small screw driver between the strainer and the pot and push the screwdriver up slowly while rotating the screwdriver to pop off the strainer. Page 10638 Tail Lamp: Description and Operation PARK, TAIL AND MARKER LAMPS The park, tail and marker lamps, including the license lamps, are turned on when the headlamp switch is placed in the PARK or HEADLAMP position, or anytime the headlights are requested. The PARK LPS fuse in the underhood junction block supplies battery positive voltage to the park lamp relay switch contacts. The PARK LPS fuse in the underhood junction block also supplies battery positive voltage to the park lamp relay coil. When the park lamps are turned on the Body Control Module (BCM) energizes the park lamp relay. Current flow is from the park lamp relay to their respective park and marker lamps and to ground. Ground is provided at G101, G401, and G402. If the park lights are turned on after the ignition switch has been turned OFF, or is in the ACCY position, they will remain on until turned off or the battery runs dead. Page 5685 Fluid Pan: Specifications Bottom Pan to Case - M6 x 1.0 x 19.0 (Qty 12) .................................................................................................................................. 12 Nm (106 inch lbs.) Oil Pan to Case ............................................................................................................................ .......................................................... 10 Nm (89 inch lbs.) Service and Repair Exhaust Pipe Gasket: Service and Repair Exhaust Seal Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. Important: Use caution handling the pipe that contains an oxygen sensor. Do not cut the wire. For removal or repositioning disconnect the connector. 2. Remove the exhaust front pipe nuts from the exhaust manifold studs. Important: Suitably support the exhaust system where hangers are removed. 3. In order to remove the exhaust seal disconnect any hangers necessary to reposition the exhaust system. 4. Reposition the exhaust system. 5. Remove the exhaust manifold pipe gasket. Installation Procedure Page 3238 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2088 Oil Filter: Service and Repair Engine Oil and Oil Filter Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Position the oil drain pan under the engine oil drain plug. 3. Remove the engine oil drain plug. 4. Clean and inspect the engine oil drain plug. Repair or replace the plug if needed. 5. Clean and inspect the engine oil drain plug sealing surface on the oil pan. Repair or replace the oil pan if needed. 6. Remove the oil filter. 7. Clean and inspect the oil filter sealing area on the engine block. Repair or replace the oil filter sealing area if needed. Installation Procedure Ignition Control Module C1 Ignition Control Module (ICM) C1 Page 4651 Fuel Line Coupler: Service and Repair Quick Connect Fitting(S) Service (Plastic Collar) REMOVAL PROCEDURE 1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. CAUTION: Wear safety glasses when using compressed air in order to prevent eye Injury. 2. Blow dirt out of the fittings using compressed air. 3. Squeeze the plastic tabs of the mate end connector. 4. Pull the connection apart. NOTE: Use an emery cloth in order to remove rust or burrs from the fuel pipe. Use a radial motion with the fuel pipe end in order to prevent damage to the O-ring sealing surface. 5. Wipe off the male pipe end using a clean shop towel. 6. Inspect both ends of the fitting for dirt and burrs. 7. Clean or replace the components as required. INSTALLATION PROCEDURE CAUTION: In order to reduce the risk of fire and personal Injury, before connecting fuel pipe fittings, always apply a few drops of clean engine oil to the male pipe ends. This will ensure proper reconnection and prevent a possible fuel leak. During normal operation, the O-rings located in the female connector will swell and may prevent proper reconnection if not lubricated. 1. Apply a few drops of clean engine oil to the male pipe end. Page 9587 Audible Warning Device: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 9329 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 10920 Equivalents - Decimal And Metric Part 1 Description and Operation Sunroof / Moonroof Limit Switch: Description and Operation SUNROOF OPENING POSITION SWITCH/SUNROOF LIMIT SWITCHES The sunroof limit switches within the sunroof opening position switch, track the position of the glass through 2 limit switches: ^ Soft Stop limit ^ Vent Stop limit The sunroof control module monitors the limit switches and based on the inputs determines the position of the sunroof glass. As a limit switch closes, the 5 volt reference will be shorted to the sunroof limit switch low reference circuit, pulling the 5 volt reference to 0 volts. The sunroof control module understands the position of the sunroof glass based on the different input combinations from the sunroof limit switch range switch circuit and the sunroof limit switch soft stop signal circuit inputs. Page 10997 4. Route the washer hose pump end down between the battery and the radiator core support to the washer pump. 5. Connect the washer hose to the left front fender. 6. Raise the vehicle. 7. Connect the washer hose to the washer pump. 8. Install the left front fender liner. Page 2857 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 7676 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Description and Operation Turn Signal Flasher: Description and Operation A single flasher internal to the Hazard switch now replaces both the old style Turn Signal Flasher & the Hazard Flasher. This new style integral flasher is not independently serviceable. Note: Lights flashing at twice the normal rate indicates a bulb is in need of replacement. Page 7545 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer A/T - Pressure Control Solenoid Replacement Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid Replacement File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-048 Date: November, 2002 INFORMATION Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E Transaxle/Transmission Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes MN4, MN5, M13, M15, MN3, MN7 or M76 The pressure control solenoid in the above transaxles has changed for the 2003 models. Important: While the physical dimensions will allow usage of the new solenoid in past model transaxles or usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging of the pressure control solenoids will result in improper shift characteristics, customer dissatisfaction, and needed repeat repairs. When replacing a pressure control solenoid, be sure to use the correct part number. Page 5906 each repair. With the ATF in a tightly sealed container, place the container in a tub of hot water for a period of time. Then pour the ATF into the reservoir. This method works best with a low fluid level in the reservoir. Place the Transflow(R) machine in the direct sunlight with the cabinet door open to expose the reservoir to the rays of the warm sun. Flush / Flow Test Procedure Important All labor operations that include removal of the transmission from the vehicle and require the transmission oil pan or transmission side cover to be removed include labor time to flush the transmission oil cooler system. Refer to SI for Automatic Transmission Oil Cooler Flushing and Flow Test J 45096 for the appropriate procedure. Important The J 45096 can be used to flush the transmission oil cooler system on an Allison equipped vehicle, but the flow meter should not be utilized. Refer to SI for Automatic Transmission Oil Cooler Flushing and Flow Test J 45096 for the appropriate flow check procedure. Machine Displays After completion of the flush and flow test, the following information is to be recorded on the repair order. This information is displayed on the Transmission Cooling System Service Tool, J 45096, Transflow(R) machine when the dial is in the code position. - Tested flow rate (displayed in Gallons Per Minute (GPM) - Temperature (displayed is degrees Fahrenheit) - Cycle number (a number) - Seven digit Alpha/Numeric flow code (i.e. A10DFB2) Warranty Information Important All labor operations that include removal of the transmission from the vehicle include labor time to flush the transmission oil cooler system. Performing a transmission oil cooling system flush and flow test will use between 4.7-7.5 L (5-8 qts) of DEXRON(R)VI transmission fluid. The amount Specifications Refrigerant System Capacities 1-2 Shift Solenoid (SS) Valve Connector, Wiring Harness Side Page 11051 Avoiding Wiper Damage The following are major contributors to wiper damage. Some of these you can control and others are environmental concerns. - Extremely dusty areas (such as driving on dirt roads) may cause the wipers rubber edge to wear quickly and unevenly. - Sand and salt used on roads for increasing winter traction and ice control will cause the wiper blades to wear quicker. Areas with significant snowfall require more frequent blade replacements. - Heat and time may cause the rubber blades to take a "permanent set" resulting in the rubber not flexing and turning over uniformly. This condition may result in streaking and/or unwiped areas. - Rubber blades are easily cut or torn when using ice scrapers. Likewise pulling blades up off a frozen windshield can tear the rubber. Exercise caution when clearing ice and snow. - Using your wipers to "wear through" frost and ice, instead of allowing the defrosters to melt the ice, can dull, nick or tear the rubber blades. - Banging wipers on the glass to remove ice and snow may cause the blade to bend, dislodging the rubber and causing potential scratching of the windshield. - Ice can form in the pin joints of the wipers, which can cause streaking and unwiped areas. To remove ice from pin joints, compress the blade and rubber edge with your hand to loosen the frozen joints. Consider using Winter Blades that have a rubber cover to avoid this condition. Note GM does not recommend the use of any spray on/wipe on windshield treatments or washer fluid additives. The variation in friction that results on the glass from the use of these products causes wipers to chatter and have premature wear. Disclaimer Page 1298 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 1849 Wheels: Specifications Maximum Radial Runout Aluminum Wheels 0.030 in. Steel Wheels 0.040 in. Maximum Lateral Runout Aluminum Wheels 0.030 in. Steel Wheels 0.045 in. Tire Monitor System - TPM Sensor Information Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 1156 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 10411 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Campaign - T/S/Hazard Switch Warranty Extension Technical Service Bulletin # 04098A Date: 060111 Campaign - T/S/Hazard Switch Warranty Extension Bulletin No.: 04098A Date: January 11, 2006 SPECIAL POLICY Subject: 04098 - Special Policy Adjustment - Turn Signal/Hazard Warning Flashers Models: 1999-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am Supercede: This bulletin is being revised to include 2001-2002 Chevrolet Malibu, Oldsmobile Alero, and Pontiac Grand Am vehicles. Due to part availability, it is anticipated that customers will not be notified until late April 2006. In the meantime, should a customer bring in a 2001-2002 Chevrolet Malibu, Oldsmobile Alero, or Pontiac Grand Am vehicle because the turn signal/hazard warning flashers are inoperative, repair the vehicle as described in this bulletin and submit the claim using the labor code found in this bulletin. Please discard all copies of bulletin 04098 issued December 2004. Condition Some customers of 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass may have turn signal/hazard flashers that become inoperative. Special Policy Adjustment This special policy covers the condition described above for a period of 10 years or 150,000 miles (240,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For 1999-2000 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after December 23, 2004 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to December 23, 2004 must be submitted to the Service Contract provider. For 2001-2002 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after January 11, 2006 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to January 11, 2006 must be submiffed to the Service Contract provider. Vehicles Involved Page 1077 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3392 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve to bleed fuel system pressure. 2. Place a shop towel under the fuel pressure gage adaptor fitting to catch any remaining fuel spillage. 3. Remove the J 34730-1A from the adaptor fitting. 4. Remove the J 34730-262. 5. Drain any fuel remaining in the fuel pressure gage into an approved container. 6. Install the cap on the fuel pressure connection. Fuel System - Inaccurate Fuel Gauge Readings Fuel Gauge Sender: All Technical Service Bulletins Fuel System - Inaccurate Fuel Gauge Readings File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-04-008D Date: April, 2003 Subject: Inaccurate or Erratic Fuel Gauge Reading, Fuel Pump Related Driveability Concerns (Install New Fuel Tank Sender) Models: 2000-03 Chevrolet Cavalier, Malibu 2000-03 Oldsmobile Alero 2000-03 Pontiac Grand Am, Sunfire 2000-01 Toyota Cavalier with Plastic Fuel Tanks This bulletin is being revised to add a model year and to change the Correction information as well as the part number. Please discard Corporate Bulletin Number 01-06-04-008C (Section 06 Engine). Condition Some customers may comment about inaccurate or erratic fuel gauge readings. A typical comment might be that it appears from the gauge reading that there is fuel available, yet the tank is nearly empty. Cause This condition may be the result of the corrosive effect of certain fuel blends on the contact surfaces of the fuel tank sender. Vehicles built between the VIN breakpoints shown. Vehicles built prior to VIN breakpoint shown. Correction Important: ^ When servicing the fuel tank module or the fuel sender, DO NOT replace both parts. Only replace the appropriate part to repair the customer's concern. ^ The complete fuel level sender assembly P/N 22683260 is no longer available through GMSPO. This assembly is now serviced by a fuel tank module P/N 88957239 (minus sender) and the fuel tank sender, P/N 22709333. These two parts are no longer sold as one unit and can only be purchased separately. ^ Dealers within the provinces of British Columbia, Quebec, New Brunswick and the State of Maine, should refer to Customer Satisfaction Campaign 00101, dated January, 2001. When fuel gauge diagnosis in the Service Manual indicates the cause to be the fuel tank sender, replace the existing sender with a new sender, P/N 22709333, with improved corrosion resistant wiper contacts. Page 9835 Steps 1-5 Page 8669 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 1752 Most P-metric tire sizes do not have exact corresponding alphanumeric tire sizes. Replacement tires should be of the same Tire Performance Criteria (TPC) specification number including the same size, the same load range, and the same construction as those originally installed on the vehicle. Consult a tire dealer if you must replace the P-metric tire with other sizes. Tire companies can best recommend the closest match of alphanumeric to P-metric sizes within their own tire lines. Replacement Wheels Description Replace the wheel if any of the following conditions exist: ^ The wheel exhibits excessive runout. ^ The wheel is bent. ^ The wheel is cracked. ^ The wheel is severely rusted. ^ The wheel is severely corroded. Important: Air leaks caused by porosity on aluminum wheels are repairable. ^ The wheel leaks air. Caution: If you are replacing the wheel(s), the wheel stud(s), the wheel nut(s) or the wheel bolt(s), install only new GM original equipment parts. Installation of used parts or non-GM original equipment parts may cause the wheel to loosen, loss of tire air pressure, poor vehicle handling and loss of vehicle control resulting in personal injury. Notice: The use of non-GM original equipment wheels may cause: ^ Damage to the wheel bearing, the wheel fasteners and the wheel ^ Tire damage caused by the modified clearance to the adjacent vehicle components ^ Adverse vehicle steering stability caused by the modified scrub radius ^ Damage to the vehicle caused by the modified ground clearance ^ Speedometer and odometer inaccuracy Replace the wheel, the wheel studs and the wheel/nuts, or the wheel bolts if applicable, if any of the following conditions exist: ^ The wheel has elongated bolt holes. ^ The wheel/nuts, or bolts if applicable, loosen repeatedly. ^ Steel wheel identification is stamped into the wheel near the valve stem. ^ Aluminum wheel identification is cast into the inboard side of the wheel. Steel Wheel Repair Description Notice: Do not heat wheels in an attempt to soften them for straightening or repair damage from striking curbs, etc. Do not weld wheels. The alloy used in these wheels is heat-treated and uncontrolled heating from welding affects the properties of the material. Notice: The use of tubes in tubeless tires is not a recommended repair due to the fact that speed ratings are greatly reduced. You can repair porosity in aluminum wheels. If leaks are found in a steel wheel, replace the wheel with a wheel of original equipment quality. Page 1130 Camshaft Position (CMP) Sensor Page 6120 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 2013 Valve Cover: Service and Repair Right (Rear) Valve Rocker Arm Cover Replacement -Right (Rear) Removal Procedure 1. Remove the generator. 2. Remove the generator bracket. 3. Remove the ignition coil bracket with the coils. 4. Remove the vacuum hose from the grommet in the right (rear) valve rocker arm cover. 5. Remove the drive belt tensioner. 6. Remove the right (rear) valve rocker arm cover bolts and cover. 7. Remove the right (rear) valve rocker arm cover gasket. 8. Clean the valve rocker arm cover and gasket sealing surfaces. Installation Procedure 1. Install a new right (rear) valve rocker arm cover gasket. Important: Apply sealant GM P/N 12345739 or the equivalent at the cylinder head to lower intake manifold joint. Page 1027 Electrical Symbols Part 4 Page 10223 2. Remove the AIR BAG fuse from the panel. 3. Remove the three screws attaching the lower steering column cover to the steering column. 4. Remove the upper steering column cover. 5. Remove the two screws that attach the IP cluster bezel to the IP. 6. Using a small flat-blade screwdriver, gently pry out and remove the IP cluster trim plate from the IP. 7. Disconnect the electrical connectors from the other switches in the trim plate. 8. Disconnect the electrical connector from the hazard warning switch. 9. Using a small flat-blade screwdriver, carefully push in on the tabs to release the hazard warning switch from the IP cluster trim plate. 10. Remove the hazard warning switch by pushing in an outward motion on the switch while holding onto the IP cluster trim plate. 11. Install the new hazard warning switch by pushing in an inward motion on the switch while holding onto the IP cluster trim plate. Push inward on the switch until it is fully seated into the IP cluster trim plate. Page 677 2. Remove the AIR BAG fuse from the panel. 3. Remove the three screws attaching the lower steering column cover to the steering column. 4. Remove the upper steering column cover. 5. Remove the two screws that attach the IP cluster bezel to the IP. 6. Using a small flat-blade screwdriver, gently pry out and remove the IP cluster trim plate from the IP. 7. Disconnect the electrical connectors from the other switches in the trim plate. 8. Disconnect the electrical connector from the hazard warning switch. 9. Using a small flat-blade screwdriver, carefully push in on the tabs to release the hazard warning switch from the IP cluster trim plate. 10. Remove the hazard warning switch by pushing in an outward motion on the switch while holding onto the IP cluster trim plate. 11. Install the new hazard warning switch by pushing in an inward motion on the switch while holding onto the IP cluster trim plate. Push inward on the switch until it is fully seated into the IP cluster trim plate. Specifications Fluid Pressure Sensor/Switch: Specifications TFP Switch, Valve Body, Channel Plate-M6 x 1.0 x 51.0 (Qty 3) ........................................................ ......................................................................................................................................... 12 Nm (106 inch lbs.) TFP Switch, Valve Body, Channel Plate-M6 x 1.0 x 63.0 (Qty 1) ........................................ ......................................................................................................................................................... 12 Nm (106 inch lbs.) TFP Switch, Valve Body, Channel Plate to Case-M6 x 1.0 x 90.0 (Qty 2) ............ .............................................................................................................................................................. ....................... 12 Nm (106 inch lbs.) Pressure Switch Assembly Bolts ......................................................................................................................................................... 12 Nm (106 inch lbs.) Page 1302 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 6077 Seals and Gaskets: By Symptom Technical Service Bulletin # 08-07-30-009B Date: 080501 A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Technical Service Bulletin # 08-07-30-009B Date: 080501 Page 759 Various symbols are used in order to describe different service operations. Page 3833 Malfunction Indicator Lamp: Service and Repair Service Vehicle Soon Indicator If this light is on, it indicates a problem in one of the electronically monitored systems such as Daytime Running Lamps (DRL) or an Automatic Light Control (ALC) malfunction. This light does NOT come on at certain milleage intervals. There is probably a Body Control Module Code set that will aid you in diagnosis. The only way to get the light to go off is to clear the Body Control Module code(s). This light can NOT be reset or shut off any other way. BCM codes should be read & repaired before clearing them. Refer to Body Control Module. Page 3373 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 4551 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 6911 C700 Page 2854 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 3102 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 3841 Steps 1-9 A/C - Window Defroster Contact/Tab Repair Information Heated Glass Element: All Technical Service Bulletins A/C - Window Defroster Contact/Tab Repair Information INFORMATION Bulletin No.: 03-08-48-006H Date: April 11, 2011 Subject: Repair Information for Reconnection of Rear Window Defroster Contact or Tab Models: 2000-2012 GM Passenger Cars and Trucks 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X 2007-2010 Opel GT 2007-2008 Daewoo G2X Equipped With Electric Rear Window Defroster - RPO C49 Supercede: This bulletin is being revised to add the 2012 model year. Please discard Corporate Bulletin Number 03-08-48-006G (Section 08 - Body and Accessories). Repair Suggestions Soldering Defroster Contact Tabs In many cases the terminal tab will still be in the connector when you examine the vehicle. For Chevrolet Tahoe, Suburban, GMC Yukon, and Cadillac Escalade vehicles (with moveable glass), always replace the defroster tab (GM P/N 25916031) and the defroster electrical power connector (P/N 12034110). For all other vehicles, reconnect the original defroster tab. In most applications it is preferable to create a new solder connection to reattach a separated rear defroster tab. If you take note of the steps below, it is possible to create a new solder joint that is equal to, or stronger than, the original. The generic procedure below is not very time intensive, but does include minor preparation work to create a good bonding surface. Be sure to follow each of the steps, as combined they will produce the strongest bond possible. Please consider the following before attempting the repair: - Soldering introduces significant heat to the glass window of the vehicle. When performing the re-connection of the tab, use only the heat required to do the job. Pre-heat the soldering iron and have the solder in your other hand, ready to go, the moment you have enough heat to melt the solder. - If it is winter, bring the vehicle into the service garage and remove any snow from the back window area. Allow time for the glass to warm to the temperature inside the building. Soldering creates a "hot spot" in the glass. DO NOT solder on cold glass. Caution Heating the glass excessively, or repeatedly without time to cool, may result in glass breakage. ALWAYS wear safety glasses when performing this repair! - You MUST use a silver-bearing solder to make the connection. DO NOT attempt this repair with conventional tin/lead alloy solders. Silver bearing solder will adhere to the electrical buss bar, making a strong and lasting repair. - Protect surfaces under the area to be soldered. It is very easy to drip solder when performing this repair. Placing a shop towel under the soldering area is sufficient protection. Soldering Procedure 1. It is imperative to remove and replace the rear defroster electrical power connector by crimping a new connector to the feed wire. The proper connector P/N 12034110 can be found in the Packard Electrical Assortment, Tray 18, Position 5. - Insert Delphi pick 12094430 to depress the locking tab on the terminal. - Insert Delphi pick 12094429 to release the secondary lock tab. Important DO NOT re-use the existing defroster tab on new-style full-size utility vehicles with moveable glass. 2. Connect the electrical connector to the defroster tab. Fully engage the connector. An improperly seated connector may cause excessive resistance and impede the proper operation of the defroster. Add a small bead of solder to mate the electrical connector tab to the defroster tab. Page 7041 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Page 867 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Body - Vehicle Glass Distortion Information Quarter Window Glass: Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Page 6438 Important If runout is still present, contact the brake lathe supplier. ON-CAR TYPE LATHE Use the following procedure to calibrate an On-Car brake lathe: 1. Connect the lathe to a vehicle using the appropriate adapter. 2. Attach a vise-grip dial indicator to a fixed point in the wheel well and bring the dial indicator to a flat surface on the cutting head. 3. Turn on the lathe and press the "start" button so the lathe begins to compensate. 4. Once compensation is complete, note the runout as measured by the dial indicator. Measured runout at this point is overstated given that it is outside the rotor diameter. 5. If runout is in excess of 0.1016 mm (0.004 in) (0.050 mm (0.002 in) as measured within the rotor diameter), calibration must be tightened. Follow manufacturer's instructions for tightening the calibration of the lathe. This information is found in the manual supplied with the lathe. Important If the machine is taking a long time to compensate during normal use, prior to checking the lathe calibration, it is recommended that the machine be disconnected from the adapter and the adapter (still connected to the vehicle) is rotated 180 degrees and the machine reattached. This will accomplish two things: - It will re-verify the machine is properly attached to the adapter. - It will change the location of the runout (phase) relative to the machine and thus possibly allow for quick compensation as a result of the position change. The following information has been added as a reference to ensure your Pro-Cut PFM lathe provides a consistent smooth surface finish over long term usage. Cutting Tips / Depth of Cut / Tip Life The cutting tips must be right side up. Reference marks always face up. The cutting tips may not have chips or dings in the surface of the points. Cuts of 0.1016-0.381 mm (0.004-0.015 in) will provide the best surface finish and the optimal tip life. When cleaning or rotating the cutting bits, make sure that the seat area for the tip on the tool is free and clear of debris. Cutting Head On each brake job, the technician must center the cutting head for that particular vehicle using one of the mounting bolt holes on the slide plate. Once the head is centered, it is vital that the technician use one hand to push the head firmly and squarely back into the dovetail on the slide plate while using the other hand to tighten the Allen-Hex bolt that secures the head. Failure to do this could result in chatter occurring during the cut. Tool Holder Plate (Cutting Head) The tool holder plate is the plate that the cutting arms are attached to. It can bend or break if a technician accidently runs the cutting arms into the hub of the rotor while the rotor is turning. (Cuts of more than 0.508 mm (0.020 in) can also bend this plate). Once bent, the lathe will most likely not cut properly until the tool holder plate is replaced. In order to verify the condition of the tool holder plate on a machine that will not cut right, remove the mounting bolt and remove the cutting head from the slide plate. With the cutting head titled at an angle, lay the long edge of the tool holder plate down on the flat part of the slide plate. If any gap can be seen between the edge and the slide plate, the tool holder plate is bent and the source of vibration. Also check to ensure that the cutting arms are lying flat on the upper side of the tool holder plate. If the mounting arm post is bent, it will show itself by having the back of the cutting arm lifting off the surface of the tool holder. Gib Adjustment / Loose Gib As wear occurs between the slide plate and the box it rides on, you must take up the slack. You do this by way of a moveable wedge, which we call the gib. Your lathe manual details adjustment process, which you should perform when required after monthly checks or whenever surface finish is inconsistent. Brake Pulsation BRAKE PULSATION Brake pulsation is caused by brake rotor thickness variation. Brake rotor thickness variation causes the piston in the brake caliper, when applied, to "pump" in and out of the caliper housing. The "pumping" effect is transmitted hydraulically to the brake pedal. Brake pulsation concerns may result from two basic conditions: Page 812 6. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 4692 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 4392 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 2600 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2136 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 8704 Front Bumper Cover / Fascia: Service and Repair Fascia Support Replacement - Front Bumper Upper Fascia Support Replacement - Front Bumper Upper Removal Procedure 1. Remove the front fascia. 2. Remove the push-in retainers (1) from the fascia support (2). 3. Remove the fascia support (2) from the front bumper impact bar. Installation Procedure 1. Position the front bumper fascia support (2) to the front bumper impact bar. 2. Install the fascia support push-in retainers (1) to the fascia support (2). 3. Install the front fascia. Page 424 Left Hand Side Of Engine Page 10408 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 10738 Electrical Symbols Part 3 Page 10457 3. Insert the key and turn the ignition switch to the ON position. 4. Place the gearshift lever in the LOW position. 5. Using a small flat-blade screwdriver, carefully disengage the accessory trim plate from the instrument panel (IP). 6. Disconnect the electrical connectors from the switches installed in the accessory trim plate. 7. Remove the three 7 mm hex head screws attaching the hazard warning switch mounting bracket to the accessory trim plate and remove the switch and bracket assembly. 8. Using a small flat-blade screwdriver, carefully depress the two retaining features on the side of the switch and remove the hazard warning switch from the bracket. 9. Install the new hazard warning switch in the mounting bracket. 10. Position the hazard warning switch and bracket assembly to the accessory trim plate and install the three attaching screws. Tighten Tighten to 3 N.m (27 lb in). 11. Connect the electrical connectors to the switches in the accessory trim plate. 12. Install the accessory trim plate to the IP and press into place until fully seated. 13. Place the gearshift lever in the PARK position. 14. Turn the ignition key to the OFF position and remove the key. Restraints - Seat Belt Warning Lamp On/Buckling Issues Seat Belt Buckle: All Technical Service Bulletins Restraints - Seat Belt Warning Lamp On/Buckling Issues INFORMATION Bulletin No.: 09-09-40-001A Date: February 02, 2011 Subject: Seat Belt Buckle Latching Issues and/or Seat Belt Warning Lights Illuminated Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7 X Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-09-40-001 (Section 09 - Restraints). This bulletin is being published to advise dealers about seat belt buckles not operating and/or seat belt warning light illumination, as well as difficulty latching and unlatching the buckle or the buckle release button sticking. Analysis of warranty data has determined that this condition may be caused by sticky beverages being spilled onto or into the seat belt buckle assembly. Foreign debris from food, candy wrappers, paper and coins can also contribute to this condition. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise the customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. Important Never insert anything other than the seat belt latch plate into the buckle assembly. Do not attempt to dig anything out of a buckle with a tool. Never try to wash out a buckle to remove a spilled liquid as this may damage the buckle. Use the following steps to determine the cause of the concern. 1. Inspect the buckle assembly with a light shining on the latch plate insertion area. Look for any debris or foreign objects in the buckle. 2. If any debris or foreign objects are observed, try to vacuum out the item. After the foreign material is removed, latch and unlatch the seat belt. If the system functions properly, do not replace the seat belt buckle assembly. 3. If the condition has not been corrected, inspect the buckle assembly for any sticky residue. If sticky residue is found, inform the customer that a substance was spilled on the seat belt buckle assembly causing the malfunction. The buckle assembly will need to be replaced at the customer's expense. 4. Refer to SI for seat belt component replacement. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced at the customer's expense. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. 5. If further restraint diagnosis is required, refer to Seat Belt System Operational and Functional Checks in SI. Page 7139 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Page 916 Electrical Symbols Part 1 Specifications Thermostat Housing: Specifications Thermostat Housing Bolt ..................................................................................................................... ..................................................... 25 Nm (18 ft. lbs.) Page 6079 Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 219 Body Control Module: Removal and Replacement REMOVAL PROCEDURE 1. Make sure the ignition switch is in the off position. 2. Remove the right sound insulator. 3. Remove the Body Control Module (BCM) (2). 4. Disconnect the BCM connectors from the BCM. INSTALLATION PROCEDURE 1. Connect the BCM connectors to the BCM. 2. Install the BCM module (2). 3. Install the right sound insulator. 4. Program the BCM. Refer to Body Control Module (BCM) Programming/RPO Configuration. See: Testing and Inspection/Programming and Relearning Diagrams Idle Air Control (IAC) Valve Page 9076 Scuff Plate: Service and Repair Compartment Sill Plate Replacement - Rear Compartment Sill Plate Replacement - Rear Removal Procedure 1. Open the rear compartment. 2. Lift up from the inside edge of the sill trim plate in order to release the clips. 3. Remove the rear compartment sill trim plate. Installation Procedure 1. Position the rear compartment sill trim plate. 2. Press down in order to engage the retaining clips. Ensure that the retainers lock into place. 3. Close the rear compartment. Page 4475 EGR Valve: Description and Operation LINEAR EGR VALVE The linear EGR valve is designed to accurately supply EGR to an engine independent of intake manifold vacuum. The valve controls EGR flow from the exhaust to the intake manifold through an orifice with a PCM controlled pintle. During operation, the PCM controls pintle position by monitoring the EGR position sensor signal circuit. The signal circuit can be monitored with a scan tool as EGR position sensor. The EGR position sensor should always be near the commanded EGR position (DESIRED EGR POS.). If a problem with the EGR system will not allow the PCM to control pintle position properly, DTC P0404 should set. The PCM also tests for EGR flow. If an incorrect flow is detected, DTC P0401 should set. If DTCs P0401 and/or P0404 are encountered. The linear EGR valve is usually activated under the following conditions: ^ Warm engine operation ^ Above idle speed Page 4300 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 4013 Electrical Symbols Part 1 Page 7526 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Page 4078 Camshaft Position (CMP) Sensor Page 10594 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Drive Axles - Improved Axle Nut Availability Axle Nut: Technical Service Bulletins Drive Axles - Improved Axle Nut Availability File In Section: 04 - Driveline Axle Bulletin No.: 03-04-18-001 Date: February, 2003 INFORMATION Subject: Availability of New Front Drive Axle Nut Models: 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is to inform dealers that a new and improved front drive axle nut has been released for service of the above listed vehicles. Use the new nut, P/N 10289657, whenever the front drive axle nut is removed. This new nut is a torque prevailing nut and is silver in color. The old nut is black in color and has a sheet metal cage around the nut (shown below). Using the new nut will provide a more consistent clamp load on the wheel bearing and should help prolong the bearing life. Notice: Use the correct tightening specifications when installing fasteners in order to avoid damage to parts and systems. Torque Tighten the new nut to 235 N.m (173 lb ft). The old nut torque was 385 N.m (284 lb ft). Important: Some front wheel hub kits may have the old style nut included in the kit. Discard the old nut and use the new nut, P/N 10289657. New Style Nut The nut shown is a torque prevailing nut and is silver colored. Old Style Nut Campaign - T/S/Hazard Switch Warranty Extension Technical Service Bulletin # 04098A Date: 060111 Campaign - T/S/Hazard Switch Warranty Extension Bulletin No.: 04098A Date: January 11, 2006 SPECIAL POLICY Subject: 04098 - Special Policy Adjustment - Turn Signal/Hazard Warning Flashers Models: 1999-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am Supercede: This bulletin is being revised to include 2001-2002 Chevrolet Malibu, Oldsmobile Alero, and Pontiac Grand Am vehicles. Due to part availability, it is anticipated that customers will not be notified until late April 2006. In the meantime, should a customer bring in a 2001-2002 Chevrolet Malibu, Oldsmobile Alero, or Pontiac Grand Am vehicle because the turn signal/hazard warning flashers are inoperative, repair the vehicle as described in this bulletin and submit the claim using the labor code found in this bulletin. Please discard all copies of bulletin 04098 issued December 2004. Condition Some customers of 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass may have turn signal/hazard flashers that become inoperative. Special Policy Adjustment This special policy covers the condition described above for a period of 10 years or 150,000 miles (240,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For 1999-2000 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after December 23, 2004 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to December 23, 2004 must be submitted to the Service Contract provider. For 2001-2002 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after January 11, 2006 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to January 11, 2006 must be submiffed to the Service Contract provider. Vehicles Involved Page 2413 Disclaimer Page 1567 coolant system integrity and will no longer be considered a 5 yr/150,000 mile (240,000 km) coolant. Coolant Removal Services/Recycling The tables include all coolant recycling processes currently approved by GM. Also included is a primary phone number and demographic information. Used DEX-COOL(R) can be combined with used conventional coolant (green) for recycling. Depending on the recycling service and/or equipment, it is then designated as a conventional 2 yr/30,000 mile (50,000 km) coolant or DEX-COOL(R) 5 yr/150,000 mile (240,000 km) coolant. Recycled coolants as designated in this bulletin may be used during the vehicle(s) warranty period. DEX-COOL(R) Recycling The DEX-COOL(R) recycling service listed in Table 2 has been approved for recycling waste engine coolants (DEX-COOL) or conventional) to DEX-COOL(R) with 5 yr/150,000 mile (240,000 km) usability. Recycling Fluid Technologies is the only licensed provider of Recycled DEX-COOL(R) meeting GM6277M specifications and utilizes GM approved inhibitor packages. This is currently a limited program being monitored by GM Service Operations which will be expanded as demand increases. Conventional (Green) Recycling Page 3065 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 2265 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 10662 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 6813 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 10871 Various symbols are used in order to describe different service operations. Page 9615 Audible Warning Device: Description and Operation Fasten Safety Belt Warning The radio activates the fasten safety belt audible warning as requested by the Body Control Module (BCM). The BCM sends a class 2 message to the radio indicating the chime of a slow rate frequency and an 8 second duration. The fasten safety belt warning sounds and the fasten safety belt indicator illuminates when the following occurs: ^ The ignition switch transitions to ON. ^ The BCM detects that the driver's seat belt is not buckled and the signal circuit is low. The IPC receives a message via the Serial Peripheral Interface (SPI) from the BCM requesting illumination of the seat belt indicator. If the seat belt is buckled when the ignition is turned on, the chime does not sound. If the seat belt is buckled while the chime is sounding, the chime stops. If the seat belt is unbuckled after the initial transition to ON, the chime does not sound. Page 4901 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Diagram Information and Instructions Heated Glass Element: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 5411 For vehicles repaired under warranty, use the table. Disclaimer Page 9971 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 9441 1. Install the power mirror switch to the accessory switch plate, if required. Press the mirror switch into the switch plate until retaining tabs are fully seated. 2. Install the power window switch to the accessory switch plate, if required. Press the window switch into the switch plate until retaining tabs are fully seated. 3. Connect the electrical connectors (1, 2) to the switches. 4. Install the power accessory switch plate to the door trim panel. Press the switch plate into the door trim panel until retainers (1) are fully seated. Page 2128 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 6382 10. Fill the master cylinder to the proper level with clean brake fluid. 11. Bleed the hydraulic brake system. 12. Inspect the hydraulic brake system for leaks. Specifications Oil Line: Specifications Oil Cooler Connector ........................................................................................................................... .................................................... 50 Nm (37 ft. lbs.) Oil Cooler Hose Fitting ...................................... ..................................................................................................................................... 19 Nm (14 ft. lbs.) Oil Cooler Pipe Bracket Bolt ........................................................................................................ ............................................................. 25 Nm (18 ft. lbs) Page 4248 Electrical Symbols Part 4 Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Page 1491 5. Observe the fuel pressure gage with the fuel pump commanded ON. ^ If the fuel pressure IS between 345-414 kPa (50-60 psi), fuel system pressure is not the cause. Refer to the appropriate SI Document for additional diagnostic information. ^ If the fuel pressure IS LESS THEN 345-414 kPa (50-60 psi), continue with the next step. 6. Remove the fuel pump module. Refer to Fuel Pump Module Replacement in SI. Use the appropriate SI Document depending on model and year. 7. Flush the fuel tank with hot water. 8. Pour the water out of the fuel sender assembly opening in the fuel tank. Rock the fuel tank in order to be sure that the removal of the water from the fuel tank is complete. 9. Allow the tank to dry completely before reassembly. Refer to Fuel System Cleaning for additional information. Caution: The pot of the sending unit may have fuel in it. Use caution not to spill fuel on yourself while servicing the strainer. Note: Use care not to damage the fuel module pot when removing the old strainer. Damage to the pot may make it difficult or impossible to install the new strainer and/or make the module inoperative. 10. Insert the tip of a small screw driver between the strainer and the pot and push the screwdriver up slowly while rotating the screwdriver to pop off the strainer. Page 2576 Engine Coolant Temperature (ECT) Sensor Page 3786 Steps 20-25 2. A partial malfunction in the Class 2 serial data circuit uses a different procedure from a total malfunction of the Class 2 serial data circuit. 4. DTCs U1300, U1301 and 1305 may be retrieved with a history status. These DTCs are not the cause of the present condition. 5. When testing for shorts to B+ the tests must be run with ignition switch in the RUN position. 6. A state of health DTC (U1XXX) with a history status may be present along with a U1000 or U1255 having a current status. This indicates the malfunction occurred when the ignition was on. 7. Data link connector (DLC) terminals 2 and 5 provide the connection from the vehicles Class 2 serial data circuit and the Tech 2. A poor connection at this connector could cause corrupted data transmissions between the two devices. Pin 2 is the signal terminal and pin 5 is the signal ground terminal. 9. This step tests for an open from pin 2 of the DLC connector and the Fuse Block-Left I/P harness connector, it also tests for a short to B+ and Ground between the Fuse Block-Left I/P stationary junction terminals. 10. This is an active test of the Class 2 serial data circuit with the Radio being isolated from the communication bus, from the procedures in step 9. If you are able to communicate with the Class 2 serial data circuit during this step, the Radio should be replaced. 11. This is an active test of the Class 2 serial data circuit with the BCM isolated from the communication bus. If you are able to communicate with the Class 2 serial data circuit during this step, the BCM should be replaced. 12. This is an active test of the Class 2 serial data circuit with the SDM isolated from the communication bus. If you are able to communicate with the Class 2 serial data circuit during this step, the SDM should be replaced. 13. This is an active test of the Class 2 serial data circuit with the EBCM isolated from the communication bus. If you are able to communicate with the Class 2 serial data circuit during this step, the EBCM should be replaced. 14. This is an active test of the Class 2 serial data circuit with the PCM isolated from the communication bus. If you are able to communicate with the Class 2 serial data circuit during this step, the PCM should be replaced. The SDM is reconnected to allow at least one possible module for the Tech 2 to communicate with. 16. This is an active test of the Class 2 serial data circuit with the RCDLR, if the vehicle is equipped, isolated from the communication bus. If you are able to communicate with the Class 2 serial data circuit during this step, the RCDLR should be replaced. 17. This step isolates all the modules from the Class 2 serial data circuit and tests for a short to B+ or Ground. The harness connector to the Fuse Block-Left I/P must be installed and Ignition switch placed in the RUN position in order to supply the B+ circuits routed throughout the vehicle. 18. In this step instructions are given to analyze each branch of the Class 2 serial data circuit, in order to isolate the cause of the short. 21. If there are no current DTCs that begin with a "U", the communication malfunction has been repaired. 23. The communication malfunction may have prevented diagnosis of the customer complaint. Scan Tool Does Not Power Up CIRCUIT DESCRIPTION The data link connector (DLC) is a standardized 16 cavity connector. Connector design and location is dictated by an industry wide standard, and is required to provide the following: Page 4463 9. Remove the EVAP purge pipe (1). INSTALLATION PROCEDURE 1. Install the EVAP purge pipe (1). Page 2699 Electrical Symbols Part 1 Page 4101 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 10495 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 2124 Electrical Symbols Part 4 Page 5055 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (24X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle on hoist. Refer to Lifting and Jacking the Vehicle. 3. Remove the crankshaft harmonic balancer. 4. Note the routing of sensor harness before removal. 5. Remove the harness retaining clip with bolt. 6. Disconnect the sensor electrical connector. 7. Remove the sensor bolts (4). 8. Remove the sensor. INSTALLATION PROCEDURE 1. Install the 24X crankshaft position sensor (1) with bolts (4) and route harness as noted during removal. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the harness retaining clip (3) with bolt (4). Tighten Tighten the CKP sensor bolts to 10 N.m (89 lb in). 3. Connect the sensor electrical connector. 4. Install the balancer on the crankshaft. 5. Lower vehicle. Page 2677 9. Install the instrument panel closeout/insulator panel screws. Tighten Tighten the screws to 2 N.m (18 lb in). Parts Information Parts are available from any local auto parts store. The phone number for 3M(R) is 1-800-364-3577. Warranty Information For vehicles repaired under warranty, use the table shown. DISCLAIMER Page 749 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 7208 1. Install the power steering return hose (3) to the vehicle. Notice: Refer to Installing Hoses Without Twists or Bends Notice in Service Precautions. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the power steering return hose (3) to the power steering gear (5). ^ Tighten the fitting to 27 Nm (20 ft. lbs.). 3. Install the power steering return hose (3) to the retainer (6). 4. Lower the vehicle. 5. Install the power steering return hose (3) to the power steering pump (1). ^ Tighten the fitting to 27 Nm (20 ft. lbs.). 6. Install the power steering hose retainer (2) and the retainer nut (1). ^ Tighten the nut to 5 Nm (45 inch lbs.). 7. Ensure that the power steering hose has sufficient clearance from the exhaust manifold. 8. Install the drive belt to the power steering pump pulley. 9. Bleed the air from the power steering system. Page 1044 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 10396 Electrical Symbols Part 3 Page 3574 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 11018 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 6118 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 2254 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 4832 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 6515 4. Use the J38400 (1) to spread the top of the brake shoes to install the adjuster assembly (2) and the adjuster lever to the brake shoe. 5. Install the adjuster spring. 6. Adjust the drum brake system. 7. Install the brake drum. 8. Install the tire and wheel assembly. 9. Lower the vehicle. Page 8060 4. Install the seat belt guide clip. Ensure that the unit locks into position. 5. Install the shoulder belt guide. 6. Install the shoulder belt guide bolt. Tighten Tighten the bolt to 42 N.m (31 lb ft). Page 6542 Disclaimer Page 3360 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2064 Engine Oil Pressure: Testing and Inspection Oil Pressure Diagnosis and Testing Low or No Oil Pressure The following conditions may cause low or no oil pressure: ^ Low oil level Fill to the full mark on the oil level indicator. ^ Incorrect or malfunctioning oil pressure switch Replace the oil pressure switch. ^ Incorrect or malfunctioning oil pressure gauge Replace the oil pressure gauge. ^ Improper oil viscosity or diluted oil ^ Install oil of proper viscosity for expected temperature. ^ Install new oil if the oil is diluted. ^ A worn or dirty oil pump Clean or replace the oil pump. ^ A plugged oil filter Replace the oil filter. ^ A loose or plugged oil pickup screen Replace the oil pickup screen. ^ A hole in the oil pickup tube Replace the oil pickup tube. ^ Excessive bearing clearance Replace the bearings. ^ Cracked, porous, or plugged oil gallery Repair or replace the engine block. ^ Missing or improperly installed gallery plugs Install or repair the plugs as needed. ^ A stuck pressure regulator valve ^ Inspect the pressure regulator valve for sticking in the bore. ^ Inspect the bore for scoring and burrs. ^ A worn or poorly machined camshaft Replace the camshaft. ^ Worn valve guides Repair the valve guides as needed. Oil Pressure Testing ^ Tools Required J 25087-C Oil Pressure Tester If the vehicle has low oil pressure complete the following steps: 1. Inspect the oil level. 2. Raise and support the vehicle. 3. Remove the oil filter. 4. Assemble the plunger valve in the large hole of the J25087-C base. Insert the hose in the small hole of the J25087-C base. Connect the gauge to the end of the hose. 5. Insert the flat side of the rubber plug in the bypass valve without depressing the bypass valve. 6. Install the J 25087-C on the filter mounting pad. 7. Start the engine. 8. Inspect the overall oil pressure, the oil pressure switch, and for noisy lifters. Ensure that the engine is at operating temperature before inspecting the oil pressure. The oil pressure should be approximately 414 kPa (60 psi) at 1,850 RPM using 5W-30 engine oil. 9. If adequate oil pressure is indicated, test the oil pressure switch. 10. If a low reading is indicated, press the valve on the tester base in order to isolate the oil pump and/or its components from the lubricating system. An adequate reading at this time indicates a good pump and the previous low pressure was due to worn bearings, etc. A low reading while pressing the valve indicates a faulty pump. Page 4882 Locations View Page 3945 Body Control Module: Description and Operation BODY CONTROL MODULE (BCM) The BCM contains the logic of the theft deterrent system. The BCM provides the battery positive voltage to operate the Passlock(TM) Sensor. The BCM also measures the voltage of the security sensor signal circuit. The voltage measured will indicate whether the Passlock(TM) Sensor has been activated and whether the resistance value from the sensor is a valid value or the tamper value. If voltage measured is in the valid range, the BCM compares this voltage, voltage code, to a previously learned voltage code. If the voltage codes match, the BCM sends a class 2 message containing a password to the PCM. If the voltage codes do not match, or the voltage is in the Tamper range, or there is a circuit fault, the BCM will not send the correct password to the PCM, and the vehicle will not start. Service and Repair Cabin Ventilation Duct: Service and Repair Pressure Relief Valve Replacement Removal Procedure 1. Remove the rear bumper fascia. 2. Pull back the rear compartment trim from the right rear corner in order to expose the pressure relief valve. 3. Disengage the pressure relief valve tabs from the inside of the rear compartment. Remove the pressure relief valve (1) from the quarter panel. Installation Procedure 1. Position the pressure relief valve (1) to the quarter panel. Press inward on the pressure relief valve to fully engage the retaining tabs. 2. Install the rear compartment trim to its original position. 3. Install the rear bumper fascia. LH IP Fuse Block LH IP Fuse Block Page 4194 Knock Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 500 Conversion - English/Metric Page 2322 Left Hand Side Of Engine Page 2754 Electrical Symbols Part 3 Page 5028 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 199 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 3490 Conversion - English/Metric Page 591 Parts Information Customer Notification General Motors will notify customers of this special policy on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Page 5148 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 4140 Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor The Fuel Tank Pressure (FTP) Sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The FTP sensor mounts in the top of the fuel tank-sending unit. The PCM provides a 5-volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the PCM that can vary between 0.1-4.9 volts. As the FTP increases, FTP sensor voltage decreases, high pressure = low voltage. As the FTP decreases, FTP voltage increases, low pressure or vacuum = high voltage. Page 802 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 10803 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 1760 Tires: Service and Repair Tire Rotation Tire Rotation Rotate the tires and wheels at frequent intervals to equalize wear. In addition to scheduled rotation, rotate the tire and wheel whenever uneven tire wear is noticed. Radial tires tend to wear faster in the shoulder area, particularly in front positions. Radial tires in non-drive locations may develop an irregular wear pattern that may increase tire noise. This makes regular rotation especially necessary. Always use a 4-wheel rotation. After rotation, check the wheel nuts for specified torque. Then, set the tire pressure. Locations Manifold Pressure/Vacuum Sensor: Locations Locations View Service and Repair Sunroof / Moonroof Windguard: Service and Repair Wind Deflector Replacement Removal Procedure 1. Open the sunroof window. 2. Push out the knurled pins (1) that are securing the sunroof wind deflector to the sunroof module. 3. Remove the sunroof wind deflector (4) from the sunroof module. Installation Procedure 1. Install the sunroof wind deflector (4) to the sunroof module. 2. Re-install knurled pins (1) to secure the sunroof wind deflector to the sunroof module. 3. Verify that the spring action of the sunroof wind deflector is operating. Push down on the sunroof wind deflector in order to verify the spring action. 4. Close the sunroof window. Page 8473 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 3036 Locations View Page 3127 Throttle Position Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the air intake duct. 3. Disconnect the TP sensor electrical connector. 4. Remove the 2 TP sensor fasteners. OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Page 6457 2. Ensure that all the mating surfaces of the rotor and the hub are clean using the J 42450-A, Wheel Hub Cleaning Kit, to clean around the wheel studs. Use the J 41013, Wheel Hub Resurfacing Kit, to clean the mating surface of the rotor and bearing hub. Mount the new or refinished rotor onto the vehicle hub and secure using Conical Retaining Washers, J 45101-100 and the existing wheel nuts. Do not install the calipers and the wheels at this time. Tighten Tighten the wheel nuts in a star pattern to 140 N.m (100 lb ft) using J 39544, Torque Socket or equivalent. 3. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor outboard friction surface approximately 12.7 mm (0.5 in) from the rotor's outer edge. 4. Rotate the rotor and measure the total lateral run-out. 5. Based on the measurement taken in the previous step, proceed as indicated below: ^ Lateral run-out LESS than or equal to .040 mm (.0015 in), remove wheel nuts and conical washers and then proceed to Step 11. ^ Lateral run-out GREATER than .040 mm (.0015 in), proceed to the next step. 6. Following procedure below, determine the correct "Brake Align(R)" Correction Plate" that will be required to bring lateral run-out within the specification: 6.1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is indicated and set the dial indicator to zero. Page 4099 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 11016 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 4853 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 6130 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 5842 Page 3969 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Page 2968 Fuel Level Sensor: Service and Repair REMOVAL PROCEDURE 1. Remove the fuel sender assembly. 2. Remove the fuel pump electrical retaining clip at the top of the fuel sender assembly. 3. Disconnect the fuel pump and fuel level sensor electrical connector. 4. Depress the 3 tabs (1) securing upper fuel reservoir and slide upward until free of lower reservoir (2). 5. Depress the tab on the fuel level sensor (1) while sliding up and out of the housing. 6. Remove the retaining clip from the electrical connector. 7. Remove the fuel level sensor wires from the connector, taking care to note the location of the wires. INSTALLATION PROCEDURE IMPORTANT: ^ Make sure the wires are routed under the fuel level sensor. ^ Make sure the tab locks in place. Page 4638 Steps 4-8 The numbers below refer to the step numbers on the diagnostic table. 3. The engine coolant temperature (ECT) must be below the operating temperature in order to avoid irregular fuel pressure readings due to hot soak fuel boiling. 6. If the pressure drop value for each fuel injector is within 10 kPa (1.5 psi) of the average pressure drop value, the fuel injectors are flowing properly. Calculate the pressure drop value for each fuel injector by subtracting the second pressure reading from the first pressure reading. Page 10272 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 4286 Electrical Symbols Part 1 Page 6272 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Audio - Inadvertent Steering Wheel Button Activation Remote Switch: Technical Service Bulletins Audio - Inadvertent Steering Wheel Button Activation INFORMATION Bulletin No.: 08-08-44-028 Date: August 28, 2008 Subject: Information On Inadvertent Steering Wheel Control (SWC) Button Press Causing Radio Anomalies Models: 2009 and Prior GM Passenger Cars and Trucks (Including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X All Vehicles with Steering Wheel Controls This bulletin is being issued to provide a recommendation for vehicles with a customer concern of the radio station tuning changing by itself, volume changing by itself, radio changing by itself, or radio muting or going silent when driving and turning the steering wheel. The switches on the right hand side of the steering wheel are easily pressed and may inadvertently be pressed when turning the steering wheel. These concerns may be affected by the location of the steering wheel controls. Recommendation Do Not Replace The Radio 1. Please determine that the switch controls on the steering wheel are functioning correctly. 2. Ask the customer if their hand was in close proximity to the steering wheel controls when the condition happened. Explain to the customer that bumping the controls would have caused this undesired action. Explain to the customer the proper use and function of the steering wheel controls. Disclaimer Page 2665 1. Install the exhaust manifold pipe gasket. 2. Return the exhaust system to the proper position. 3. Connect any hangers. 4. Remove the exhaust system support. Notice: Refer to Fastener Notice in Service Precautions. 5. Install the exhaust front pipe nuts to the exhaust manifold pipe studs.Tighten the exhaust nuts to 35 Nm (26 ft. lbs.). 6. Inspect the exhaust system for leaks and underbody contact. 7. Lower the vehicle. Page 10317 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Malfunction Indicator Lamp (MIL) Always On Malfunction Indicator Lamp: Testing and Inspection Malfunction Indicator Lamp (MIL) Always On SYSTEM DESCRIPTION The Diagnostic System Check-Computers and Controls Systems must be the starting point for any driveability complaint diagnosis. Perform a careful visual and physical inspection of the powertrain control module (PCM) and engine grounds for being clean and tight. Refer to Visual and Physical Check in Symptoms-Computers and Controls Systems. The Diagnostic System Check-Computers and Controls Systems is an organized approach to identifying a problem created by an electronic engine control system malfunction. See: Testing and Inspection/Initial Inspection and Diagnostic Overview The powertrain control module (PCM) controls the malfunction indicator lamp (MIL) by providing a ground path through the MIL control circuit to turn ON the MIL. When the ignition is turned ON, the MIL will remain on until the engine is running, if no diagnostic trouble codes (DTC) are stored. If the MIL is illuminated, then the engine stalls, the MIL will remain illuminated so long as the ignition is ON. MIL OPERATION The MIL is located on the instrument panel (IP) and is displayed as CHECK ENGINE lamp. MIL FUNCTION ^ The MIL informs the driver that a malfunction has occurred and the vehicle should be taken in for service as soon as possible. ^ The MIL illuminates during a bulb test and a system test. ^ A DTC will be stored if a MIL is requested by the diagnostic. MIL ILLUMINATION ^ The MIL will illuminate with ignition ON and the engine not running. ^ The MIL will turn OFF when the engine is started. ^ The MIL will remain ON if the self-diagnostic system has detected a malfunction. ^ The MIL may turn OFF if the malfunction is not present. ^ If the MIL is illuminated and then the engine stalls, the MIL will remain illuminated so long as the ignition switch is ON. ^ If the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition switch is cycled OFF, then ON. DIAGNOSTIC SYSTEM CHECK-COMPUTERS AND CONTROLS SYSTEMS Perform the Computers and Controls Systems Diagnostic System Check when the following conditions are present: ^ When the MIL does not turn ON when the ignition switch is turned to the RUN position. See above for MIL Operation. ^ The MIL remains ON while the engine is running ^ The MIL is flashing while the engine is running ^ A driveability symptom is determined See: Testing and Inspection/Initial Inspection and Diagnostic Overview TEST DESCRIPTION Page 9398 1. Install the seat back latch to the rear package self. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the seat back latch bolts to the latch. Tighten the bolts to 25 N.m (18 lb ft). 3. Install the seat back release handles to the rear package shelf. Press the seat back release handles into the rear package shelf until fully seated. 4. Install the rear window panel trim. 5. Close the rear compartment lid. 6. Check the seat back latch for proper operations. Seat Back Latch Striker Replacement - Rear Folding Seat Back Latch Striker Replacement - Rear Folding Removal Procedure 1. Remove the seat back. 2. Adjust the seat back cover and the pad in order to access the latch striker. Refer to Seat Back Cover and Pad - Rear Split Folding. 3. Drill out the rivet (1) for the latch striker (2). 4. Remove the latch striker (2) from the seat back frame (3). Installation Procedure Page 6691 4. Connect the EBCM harness connector (2) to the EBCM (1). 5. Push down the harness connector lock tab (1) and then move the sliding connector cover back in the home position to lock. 6. Push the CPA (2) back into place. 7. Install the left engine splash shield. 8. Lower the vehicle. Refer to Vehicle Lifting. 9. Perform the Diagnostic System Check ABS. Page 4837 Equivalents - Decimal And Metric Part 1 Page 2974 Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor The Fuel Tank Pressure (FTP) Sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The FTP sensor mounts in the top of the fuel tank-sending unit. The PCM provides a 5-volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the PCM that can vary between 0.1-4.9 volts. As the FTP increases, FTP sensor voltage decreases, high pressure = low voltage. As the FTP decreases, FTP voltage increases, low pressure or vacuum = high voltage. Page 3085 Oxygen Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Malfunction Indicator Lamp (MIL) Always On Malfunction Indicator Lamp: Testing and Inspection Malfunction Indicator Lamp (MIL) Always On SYSTEM DESCRIPTION The Diagnostic System Check-Computers and Controls Systems must be the starting point for any driveability complaint diagnosis. Perform a careful visual and physical inspection of the powertrain control module (PCM) and engine grounds for being clean and tight. Refer to Visual and Physical Check in Symptoms-Computers and Controls Systems. The Diagnostic System Check-Computers and Controls Systems is an organized approach to identifying a problem created by an electronic engine control system malfunction. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Initial Inspection and Diagnostic Overview The powertrain control module (PCM) controls the malfunction indicator lamp (MIL) by providing a ground path through the MIL control circuit to turn ON the MIL. When the ignition is turned ON, the MIL will remain on until the engine is running, if no diagnostic trouble codes (DTC) are stored. If the MIL is illuminated, then the engine stalls, the MIL will remain illuminated so long as the ignition is ON. MIL OPERATION The MIL is located on the instrument panel (IP) and is displayed as CHECK ENGINE lamp. MIL FUNCTION ^ The MIL informs the driver that a malfunction has occurred and the vehicle should be taken in for service as soon as possible. ^ The MIL illuminates during a bulb test and a system test. ^ A DTC will be stored if a MIL is requested by the diagnostic. MIL ILLUMINATION ^ The MIL will illuminate with ignition ON and the engine not running. ^ The MIL will turn OFF when the engine is started. ^ The MIL will remain ON if the self-diagnostic system has detected a malfunction. ^ The MIL may turn OFF if the malfunction is not present. ^ If the MIL is illuminated and then the engine stalls, the MIL will remain illuminated so long as the ignition switch is ON. ^ If the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition switch is cycled OFF, then ON. DIAGNOSTIC SYSTEM CHECK-COMPUTERS AND CONTROLS SYSTEMS Perform the Computers and Controls Systems Diagnostic System Check when the following conditions are present: ^ When the MIL does not turn ON when the ignition switch is turned to the RUN position. See above for MIL Operation. ^ The MIL remains ON while the engine is running ^ The MIL is flashing while the engine is running ^ A driveability symptom is determined See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Initial Inspection and Diagnostic Overview TEST DESCRIPTION Page 627 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 9653 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 10437 Fog/Driving Lamp Switch: Service and Repair FOG LAMP SWITCH REPLACEMENT - FRONT REMOVAL PROCEDURE 1. Remove the trim plate from the Instrument Panel (IP) cluster. 2. Remove the fog lamp/dimmer switch (2) from the trim panel by releasing the tabs (1) with a small flat bladed tool. INSTALLATION PROCEDURE 1. Install the fog lamp/dimmer switch (2) to the trim panel, ensure that the retaining tabs (1) are seated. 2. Install the trim panel to the IP. Page 9317 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 4927 18. Inspect for complete throttle opening and closing positions by operating the accelerator pedal. Also check for poor carpet fit under the accelerator pedal. Personalization Memory Positioning Systems: Description and Operation Personalization Personalization features may be set for the vehicle or the driver. Vehicle features do not change with each driver. Specific drivers are recognized by the vehicle through the keyless entry transmitters, the memory buttons, or the Driver Information Center (DIC), and the personalization settings for that driver are recalled. For more information on vehicle personalization features for this vehicle, refer to Vehicle Personalization. For more information on Driver Personalization feature for this vehicle, refer to Driver Personalization. Page 3486 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Engine - Intake Manifold Inspection/Replacement Intake Manifold: Technical Service Bulletins Engine - Intake Manifold Inspection/Replacement INFORMATION Bulletin No.: 00-06-01-026C Date: February 03, 2010 Subject: Intake Manifold Inspection/Replacement After Severe Internal Engine Damage Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to include additional model years. Please discard Corporate Bulletin Number 00-06-01-026B (Section 06 - Engine). When replacing an engine due to internal damage, extreme care should be taken when transferring the intake manifold to the new Goodwrench service engine long block. Internal damage may result in the potential discharge of internal engine component debris in the intake manifold via broken pistons and/or bent, broken, or missing intake valves. After removing the intake manifold from the engine, the technician should carefully inspect all of the cylinder head intake ports to see if the valve heads are still present and not bent. Usually when the valve heads are missing or sufficiently bent, internal engine component debris will be present to varying degrees in the intake port of the cylinder head. If this debris is present in any of the cylinder head intake ports, the intake manifold should be replaced. This replacement is required due to the complex inlet runner and plenum configuration of most of the intake manifolds, making thorough and complete component cleaning difficult and nearly impossible to verify complete removal of debris. Re-installation of an intake manifold removed from an engine with deposits of internal engine component debris may result in the ingestion of any remaining debris into the new Goodwrench service engine. This may cause damage or potential failure of the new service engine. Disclaimer Specifications Timing Cover: Specifications Engine Front Cover Bolt-Large ............................................................................................................ .................................................... 55 Nm (41 ft. lbs.) Engine Front Cover Bolt-Medium ........................................................................................................................................................... 55 Nm (41 ft. lbs.) Engine Front Cover Bolt-Small .............................................................................. .................................................................................. 27 Nm (20 ft. lbs.) Page 10163 Electrical Symbols Part 2 Page 454 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 10459 Page 2331 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 2242 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 9806 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 8296 Memory Positioning Systems: Description and Operation Driver Personalization Personal Choice Radio Controls With this feature the vehicle will recall the latest radio settings as adjusted the last time the vehicle was operated. Perform the following steps in order to Personalize the Personal Choice Radio Controls feature: 1. Press the Unlock button on key fob 1. 2. Turn the ignition to Run. 3. Select and Set all of the following settings: ^ AM/FM presets ^ Last tuned station ^ Volume ^ Tone ^ Audio source; Radio, Cassette or CD 4. Turn ignition Off. Repeat this procedure using key fob 2 to program the desired settings for driver 2. Additional Information For more information about the personalization feature, refer to the following description and operation: Refer to Radio/Audio System Description and Operation in Radio, Stereo, and Compact Disc for more information about the Personal Choice Radio Controls feature. Page 5238 Knock Sensor (KS) Page 6384 1. Install the caliper pin boots (4) to the disc brake caliper mounting bracket. 2. Install the caliper pins (5) to the disc brake caliper mounting bracket (3). 3. Install the disc brake pad retainers (4) to the disc brake caliper bracket. 4. Install the disc brake pads (5) to the disc brake caliper bracket. 5. Install the disc brake caliper (2) to the mounting bracket. Notice: Refer to Fastener Notice in Service Precautions. 6. Install the disc brake caliper bolts (1). ^ Tighten the disc brake caliper bolts to 31 Nm (23 ft. lbs.). Apply and release the brake pedal 3/4 stroke as many times as necessary in order to obtain a firm brake pedal. Navigation Radio - Diagnostic Tips Navigation System: All Technical Service Bulletins Navigation Radio - Diagnostic Tips INFORMATION Bulletin No.: 08-08-44-010F Date: March 09, 2009 Subject: Navigation Radio Diagnostic Tips Models: 2008 and Prior GM Passenger Cars and Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X All Equipped with Navigation Radio Supercede: This bulletin is being revised to update the model years involved, the radio part number list, remove the PQC parts restriction and revise the diagnostic information. Please discard Corporate Bulletin Number 08-08-44-010E (Section 08 - Body and Accessories). Recent part reviews indicate that the majority of Navigation Radios returned for analysis do not test as defective. In many cases, published SI documents were available to correct the condition without the need for an exchange unit. The following Diagnostic Tips may assist with the proper diagnosis and repair of Navigation Radio Concerns. Note For U.S. dealers the 2009 and 2010 Model Year Navigation Radios are currently on restriction through the Technical Assistance Center (TAC). Refer to PI PIC5102. To order Radios and Instrument Panel Clusters (IPC) for 2008 and prior model year vehicles, please continue to follow the normal process and contact an authorized Electronic Service Center (ESC) for assistance. For any Navigation Radio replaced, a copy of the Repair Order (RO) must be included with the returned radio. Be sure to document the customer's concern in detail, including unusual noises and what functions are affected. List any Diagnostic Trouble Codes (DTCs) on the RO. Ensure the radio is sufficiently protected during shipping to prevent damage to the radio assembly. Note Navigation Radios with physical damage (for example: shattered displays, impact damage to the radio face and fluid damage) must be reviewed with the District Service Manager for appropriate coverage prior to replacing the radio. The dealership must note the District Service Manager's approval on the Repair Order, along with the reason for the goodwill assistance. Do NOT disassemble the radio to try and retrieve stuck CDs/DVDs as this may result in a debit to the dealership. Refer to Corporate Bulletin Number 08-08-44-015, Information on Inappropriate Warranty Claims submitted for Damaged Radios and Instrument Panel Clusters. Getting Started Retrieve the Navigation Radio part number using the Tech 2(R). Refer to Corporate Bulletin Number 04-08-44-005C - Utilizing Tech 2 to Retrieve Part Numbers for Radios, Compact Disc (CD) Changers and Instrument Panel Clusters (IPC). Use the table below to determine the appropriate Diagnostic Tips Review to follow based on the radio part number. Scroll down the bulletin to find the corresponding Diagnostic Tips Review. Printing This Document To print the applicable Diagnostic Tips Review pages, select File then Print Preview. Use the arrows at the top of the screen to scroll left and right through the bulletin to identify the correct pages containing the questions. With the pages identified, click on the Print button at the top left. In the pop-up box, select "Pages" in the "Print Range" and type in the pages. For example, to print pages 19 through 22, type in the box provided "19-22". Once the page range has been filled in, click the Print box at the bottom of the pop-up box. Page 4800 Steps 12-19 The numbers below refer to the step numbers on the diagnostic table. 5. This test will determine the ability of the PCM and IAC valve circuits to control the IAC valve. 7. This test will determine the ability of the PCM to provide the IAC valve circuits with a ground. On a normally operating system, the test lamp should not flash while the IAC counts are incrementing. Specifications Idle Speed: Specifications Information not supplied by the manufacturer. Page 5762 For vehicles repaired under warranty, use the table. Disclaimer Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 701 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 5620 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 10565 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 1083 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Park Brake Cable Replacement - Front Parking Brake Cable: Service and Repair Park Brake Cable Replacement - Front Park Brake Cable Replacement - Front Removal Procedure 1. Remove the left Closeout/Insulator panel. 2. Remove the left carpet retainer. 3. Position the carpet aside. 4. Remove the PCM and bracket. 5. Remove the park brake lever (1) to gain access to the brake cable attachment points (2) and (4). 6. Remove the park brake cable (4) from the park brake lever (1). 7. Remove the carpet from the left side of the vehicle. 8. Raise and support the vehicle. Refer to Vehicle Lifting. 9. Remove the front cable (2) at the connector clip (1) Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4593 Fuel Pressure Release: Service and Repair Fuel System Pressure Relief TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gauge Fitting CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery terminal. IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt. 2. Install the J 34730-262 adaptor to the fuel pressure connection. 3. Connect the J 34730-1 A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. Within an Electrical Center Relay Box: Service and Repair Within an Electrical Center TOOLS REQUIRED J 43244 Relay Puller Pliers REMOVAL PROCEDURE 1. Remove the electrical center cover. 2. Locate the relay. Refer to Electrical Center Identification Views to locate the electrical center where the relay exists. IMPORTANT: ^ Always note the orientation of the relay. ^ Make sure the electrical center is secure, as not to put added stress on the wires or terminals. 3. Using the J 43244 (1) position the tool on opposing corners of the relay (2). NOTE: Use J 43244 to pull the relay straight out from the electrical center terminals. The use of pliers or a flat bladed tool could damage the electrical center. 4. Remove the relay (2) from the electrical center. INSTALLATION PROCEDURE Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER INTAKE DUCT REPLACEMENT REMOVAL PROCEDURE 1. Loosen the 2 intake air duct (shown similar) clamps from the air cleaner assembly and throttle body. 2. Disconnect the intake air temperature (IAT) sensor electrical connector. 3. Remove intake air duct/mass air flow (MAF) sensor from air cleaner assembly and throttle body. 4. Loosen the clamp on the MAF sensor and separate the intake air duct from the MAF sensor. INSTALLATION PROCEDURE 1. Assemble the intake air duct and MAF sensor. 2. Install the assembly (shown similar) to the throttle body and air cleaner assembly. NOTE: Refer to Fastener Notice in Service Precautions. 3. Secure the 3 clamps on the intake air duct/MAF sensor assembly. Tighten Tighten the air cleaner duct clamps to 2 N.m (18 lb in). Page 11088 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Fuse Block Left IP Fuse Block: Diagrams Fuse Block Left IP Fuse Block Left IP, C1 Part 1 Page 1064 Electrical Symbols Part 3 Page 8062 Seat Belt Retractor: Service and Repair Rear REMOVAL PROCEDURE 1. Remove the rear seat cushion. 2. Remove the rear seat back cushion. 3. Remove the rear window panel trim. Disengage the retainers. 4. Remove the rear seat belt retractor anchor plate bolt. 5. Remove the rear seat belt retractor bolt (1). 6. Remove the rear seat outer retractor side belt. INSTALLATION PROCEDURE IMPORTANT: Remove any twists in the seat belt webbing before final assembly. 1. Install the rear seat outer retractor side belt. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the rear seat belt retractor bolt (1). Tighten Tighten the rear seat belt retractor bolt to 36 N.m (27 lb ft). 3. Install the rear seat belt retractor anchor plate bolt. Page 959 Electrical Symbols Part 3 Page 4311 Equivalents - Decimal And Metric Part 1 Page 6851 Fuse Block: Locations Underhood Fuse Block Underhood Fuse Block (Part 1) Page 9333 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 5342 5. Place the transmission control shifter assembly in the N (Neutral) notch in the detent plate. 6. Loosen the park/neutral position switch attaching bolts. 7. Rotate the switch on the shifter assembly in order to align the service adjustment hole with the carrier tang hole. 8. Insert a 2.34 mm (3/32 inch) maximum diameter gauge pin to a depth of 9.0 mm (9/64 inch). - Tighten the bolts to 24 Nm (18 ft. lbs.). A/T - 4T65-E Final Drive Assembly Precaution Output Shaft Bearing/Bushing: Technical Service Bulletins A/T - 4T65-E Final Drive Assembly Precaution Bulletin No.: 04-07-30-030 Date: July 02, 2004 INFORMATION Subject: Using Caution When Servicing Final Drive Unit on 4T65-E Transaxles To Insure Internal Gear Thrust Bearing (695) is Properly Seated/Located Models: 2001-2005 GM Passenger Cars with 4T65-E Transaxle (RPO's MN3, MN7, M15 or M76) When servicing a final drive unit on a 4T65-E transaxle, use extreme caution to ensure that the internal gear thrust bearing (695) is properly seated/located. It has been found that after servicing a final drive unit on 4T65-E transaxles, the internal gear thrust bearing (695) was not properly seated/located causing internal damage and a repeat repair. Use a generous amount of Transgel J 36850 when installing the internal gear thrust bearing (695) to the park gear (696) to ensure the internal thrust bearing (695) will retain its proper position during assembly. Disclaimer Page 7797 HVAC Control Assembly C2 - HVAC Systems - Manual Page 6742 Alternator: Specifications Voltage Voltage Charging Voltage 10.5 - 15.5 Volts Specifications Torque Converter Cover: Specifications Converter Shield .................................................................................................................................. ..................................................... 10 Nm (18 ft. lbs.) Page 7728 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 6458 6.2. Rotate the rotor and locate the point with the highest dial indicator reading (rotor "high spot"). 6.3. Note the amount and location of the "high spot" on the rotor and mark the closest wheel stud relative to this location. 7. Select the appropriate "Brake Align(R) Correction Plate" required to compensate for the lateral run-out from the plates listed in the chart below. Verify that the plate selected corrects the run-out specification to within .040 mm (.0015 in) or less. 8. Remove the wheel nuts, conical washers and rotor. Important: Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. 9. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. 10. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 6.3. 11. Re-install the calipers and wheels. Important It is critical to follow the procedure below for torquing the wheels. Brake rotors may be distorted if the wheel nuts are tightened with an impact wrench or if this procedure is not followed exactly. Tighten Tighten the wheel nuts to 140 N.m (100 lb ft) with a TORQUE WRENCH following the three step method shown. ^ Hand tighten all 5 wheel nuts using the star pattern (refer to the illustration). ^ Tighten all 5 wheel nuts to approximately 1/2 specification using the star pattern. ^ Tighten all 5 wheel nuts to 140 N.m (100 lb ft) using the star pattern. 12. Fasten a dial indicator to the steering knuckle so that the indicator needle contacts the rotor inboard friction surface approximately 12.7 mm (0.5 in) from the rotors's outer edge. 13. Rotate the wheel on the opposite side of the vehicle and confirm that lateral run-out is less than or equal to .040 mm (.0015 in). If run-out is less than or equal to.040 mm (.0015 in), proceed to Step 14. if run-out is greater than .040 mm (.0015 in), remove the wheel and secure the rotor using conical retaining washers J 45101-100 and the existing wheel nuts. Measure run-out following Steps 3 and 4 above to ensure that the right correction plate was selected and properly installed. If run-out is within specification, reinstall the wheel making sure to use the three step tightening procedure in Step 11 and check run-out per Steps 12 and 13. If run-out is still out of specification, index the wheel or install a wheel from another position on the car until the correct run-out specification is achieved Page 781 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6770 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 10919 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Service and Repair Front Subframe: Service and Repair Frame Replacement Removal Procedure 1. Install the engine support fixture. 2. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 3. Remove the tire and wheel assemblies. 4. Remove the splash shields. 5. Disconnect the Antilock Brake System (ABS) harness from the wheel speed sensor and frame. 6. Remove the lower ball joints from the steering knuckles. 7. Remove the brake modulator assembly from the front suspension crossmember. 8. Remove the tie rod ends from the steering knuckles. 9. Remove the bolt from the steering gear to intermediate shaft and disconnect the shaft. 10. Remove the power steering lines from the steering gear. 11. Remove the front transmission mount bracket bolts. 12. Remove the rear transmission mount bracket bolts. 13. Remove the brake lines from the retainers on the frame (3). 14. Lower the vehicle until the frame (3) rests on the jack stands. 15. Remove the front support bolts (4) from the frame. 16. Remove the rear support bolts (1) from the frame. 17. Remove the frame to body bolts (2). 18. Raise the vehicle off of the frame (3). 19. Remove the following components if replacing the frame: * The lower control arms Refer to Lower Control Arm Replacement. * The power steering gear Refer to Power Steering Gear Replacement in Power Steering System. * The front transmission mount Refer to Transmission Mount Replacement - Front in Automatic Transaxle- 4T40-E/4T45-E. * The rear transmission mount Refer to Transmission Mount Replacement - Rear in Automatic Transaxle- 4T40-E/4T45-E. * The stabilizer shaft Refer to Stabilizer Shaft Replacement. * The lower radiator mounting panel Refer to Radiator Support Replacement in Cooling System. Installation Procedure 1. Install the following components to the frame,if removed: * The lower control arms Refer to Lower Control Arm Replacement. * The power steering gear Refer to Power Steering Gear Replacement in Power Steering System. * The front transmission mount Refer to Transmission Mount Replacement - Front in Automatic Transaxle- 4T40-E/4T45-E. * The rear transmission mount Refer to Transmission Mount Replacement - Rear in Automatic Transaxle- 4T40-E/4T45-E. Page 4888 Electrical Symbols Part 4 Page 7367 Stabilizer Link: Specifications Stabilizer Shaft Link Bolt to Knuckle 37 ft. lbs. Diagrams PASSLOCK Sensor Throttle Body Heater Hose Replacement - Inlet Coolant Line/Hose: Service and Repair Throttle Body Heater Hose Replacement - Inlet Throttle Body Heater Hose Replacement- Inlet Removal Procedure 1. Remove the throttle body air inlet duct. 2. Drain the cooling system. 3. Remove the throttle body inlet hose clamp and hose (3) from the coolant pipe. 4. Remove the throttle body inlet hose clamp and hose from the throttle body. 5. Remove the throttle body inlet hose (3). Installation Procedure 1. Install the throttle body inlet hose (3). 2. Install the throttle body inlet hose and clamp to the throttle body. 3. Install the throttle body inlet hose (3) and clamp to the coolant pipe. 4. Fill the cooling system. 5. Install the throttle body air inlet duct. Page 10748 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3936 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 7030 Fuse Block: Service and Repair Instrument Panel Electrical Center or Junction Block Replacement REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the outer trim covers (1, 3) from the Instrument Panel (IP) carrier (2). 3. Loosen the outboard junction block electrical connector bolt. Disengage the outboard junction block electrical connector tabs from IP fuse block. Left side shown, right side similar. Page 11013 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 6484 Page 4077 Conversion - English/Metric A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 5908 Transmission Cooler: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Page 3714 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 380 Brake Fluid Level Sensor/Switch: Service and Repair Master Cylinder Fluid Level Sensor Replacement Removal Procedure 1. Disconnect the electrical connector from the brake fluid level sensor (1). 2. Remove the brake fluid level sensor (3). Using needle nose pliers, carefully depress the retaining tabs on the end of the brake fluid level sensor and press the sensor through the reservoir (1) to remove. Installation Procedure 1. Place the brake fluid level sensor (1) into the reservoir, press into place to secure the sensor retaining tabs. 2. Connect the electrical connector to the brake fluid level sensor (1). Page 3992 Engine Control Module: Connector Views PCM Connector C1 Part 1 O-Ring Replacement A/C Coupler O-ring: Service and Repair O-Ring Replacement TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. For compression-style fittings use a back-up wrench on the A/C refrigerant component (smaller size) fitting (2), then loosen the A/C refrigerant hose (larger size) fitting (1). 3. For banjo-style fittings remove the bolt or the nut retaining the A/C refrigerant hose to the A/C refrigerant component. IMPORTANT: Cap or tape the open A/C refrigerant hose and the A/C refrigerant component immediately. 4. Disconnect the A/C refrigerant hose from the A/C refrigerant component, discard the O-ring seal and cap or tape the A/C refrigerant hose and the A/C refrigerant component to prevent contamination. INSTALLATION PROCEDURE 1. Remove the cap or tape from the A/C refrigerant hose and the A/C refrigerant component. 2. Using a lint-free clean, dry cloth, carefully clean the sealing surfaces of the A/C refrigerant hose and the A/C refrigerant component. 3. Lightly coat the new O-ring seal (1) with mineral base 525 viscosity refrigerant oil. IMPORTANT: DO NOT allow any of the mineral base 525 viscosity refrigerant oil on the new O-ring seal to enter the refrigerant system. HomeLink(R) Transmitter - Programming Difficulties Garage Door Opener Transmitter: All Technical Service Bulletins HomeLink(R) Transmitter Programming Difficulties File In Section: 08 - Body and Accessories Bulletin No.: 01-08-97-002 Date: November, 2001 INFORMATION Subject: Programming the HomeLink(R) Transmitter Models: 2000-2002 Passenger Cars and Light Duty Trucks with Universal Garage Door Opener (RPO UG1) If you have customers that are having difficulties programming their HomeLink(R) transmitter, you may suggest the following options: ^ The customer may contact HomeLink(R) directly at 1-800-355-3515 for assistance. Assistance is available in English, French and Spanish languages. ^ The customer may also be directed to the HomeLink(R) website at www.homelink.com. The website is user-friendly and actively demonstrates how to program the transmitter. Many newer garage door openers have a "rolling code" feature and the website does a great job of guiding the owner through the entire programming process. The HomeLink(R) phone number, website address, and other useful information can also be found in Section 2 of the Owner's Manual under HomeLink(R) Transmitter. Disclaimer Page 11096 Windshield Wiper Motor Assembly Page 3659 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 1186 Electrical Symbols Part 3 Page 9707 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 4018 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3720 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Throttle Body Heater Hose Replacement - Inlet Coolant Line/Hose: Service and Repair Throttle Body Heater Hose Replacement - Inlet Throttle Body Heater Hose Replacement- Inlet Removal Procedure 1. Remove the throttle body air inlet duct. 2. Drain the cooling system. 3. Remove the throttle body inlet hose clamp and hose (3) from the coolant pipe. 4. Remove the throttle body inlet hose clamp and hose from the throttle body. 5. Remove the throttle body inlet hose (3). Installation Procedure 1. Install the throttle body inlet hose (3). 2. Install the throttle body inlet hose and clamp to the throttle body. 3. Install the throttle body inlet hose (3) and clamp to the coolant pipe. 4. Fill the cooling system. 5. Install the throttle body air inlet duct. Page 8815 Front Door Panel: Service and Repair Bezel Replacement Door Handle Bezel Replacement Removal Procedure 1. Remove the door handle bezel screw (1) from the door handle bezel (2). 2. Remove the door handle bezel from the trim panel by lifting out at the front. 3. Remove the power door lock switch (2) from the door handle bezel (3) by releasing the retaining tabs if equipped. 4. Disconnect the electrical connector (1) from the power door lock switch (2). Installation Procedure 1. Connect the electrical connector (1) to the power door lock switch (2). 2. Install the power door lock switch (2) to the door handle bezel (3) by pressing it into the retaining tabs until fully seated. 3. Install the door handle bezel (2) to the trim panel by engaging the tabs. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the door handle bezel screw (1) to the door handle bezel (2). OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: Customer Interest OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Page 2032 Drive Belt: Technical Service Bulletins Engine - Serpentine Drive Belt Wear Information Bulletin No.: 04-06-01-013 Date: April 29, 2004 INFORMATION Subject: Information on Serpentine Belt Wear Models: 2004 and Prior Passenger Cars and Trucks 2003-2004 and Prior HUMMER H2 All current GM vehicles designed and manufactured in North America were assembled with serpentine belts that are made with an EPDM material and should last the life of the vehicle. It is extremely rare to observe any cracks in EPDM belts and it is not expected that they will require maintenance before 10 years or 240,000 km (150,000 mi) of use. Older style belts, which were manufactured with a chloroprene compound, may exhibit cracks depending on age. However, the onset of cracking typically signals that the belt is only about halfway through its usable life. A good rule of thumb for chloroprene-based belts is that if cracks are observed 3 mm (1/8 in) apart, ALL AROUND THE BELT, the belt may be reaching the end of its serviceable life and should be considered a candidate for changing. Small cracks spaced at greater intervals should not be considered as indicative that the belt needs changing. Any belt that exhibits chunking should be replaced. Disclaimer Page 592 For vehicles repaired under the terms of this special policy, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special policy condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12 for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs for the special policy condition are to be submitted prior to or by January 31, 2006 for 1999-2000 vehicles and May 31, 2007 for 2001-2002 vehicles. Repairs must have occurred within 10 years of the date the vehicle was originally placed in service, or 150,000 km (240,000 km), whichever occurs first. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductible), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Disclaimer Service Procedure The following procedure provides instructions for replacing the hazard warning switch located in the instrument panel (I/P). For additional information, refer to the Lighting subsection in the Body and Accessories section of the appropriate Service Manual or SI. Malibu 1. Remove the cover from the left side instrument panel (I/P) wiring harness junction block access panel. Page 5663 Step 10 Page 613 15. Install the ignition switch bezel to the IP and press into place until fully seated. 16. Verify hazard warning switch operation. Page 3672 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 10013 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 1357 Alignment: Service and Repair Front Wheel Alignment Front Camber Adjustment 1. Reach around the tire, using the appropriate extension and socket. 2. Loosen both strut to knuckle nuts just enough to allow for movement. 3. If the strut has not been modified previously, perform the following steps before continuing with the wheel alignment: 3.1. Disconnect the strut from the knuckle. 3.2. File the lower hole until the outer flange slot matches the inner flange slot. 3.3. Connect the strut to the knuckle. 4. Adjust the camber to specification by moving the top of the wheel in or out. Refer to Wheel Alignment Specifications. Fuel System - Inaccurate Fuel Gauge Readings Fuel Gauge Sender: Customer Interest Fuel System - Inaccurate Fuel Gauge Readings File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-04-008D Date: April, 2003 Subject: Inaccurate or Erratic Fuel Gauge Reading, Fuel Pump Related Driveability Concerns (Install New Fuel Tank Sender) Models: 2000-03 Chevrolet Cavalier, Malibu 2000-03 Oldsmobile Alero 2000-03 Pontiac Grand Am, Sunfire 2000-01 Toyota Cavalier with Plastic Fuel Tanks This bulletin is being revised to add a model year and to change the Correction information as well as the part number. Please discard Corporate Bulletin Number 01-06-04-008C (Section 06 Engine). Condition Some customers may comment about inaccurate or erratic fuel gauge readings. A typical comment might be that it appears from the gauge reading that there is fuel available, yet the tank is nearly empty. Cause This condition may be the result of the corrosive effect of certain fuel blends on the contact surfaces of the fuel tank sender. Vehicles built between the VIN breakpoints shown. Vehicles built prior to VIN breakpoint shown. Correction Important: ^ When servicing the fuel tank module or the fuel sender, DO NOT replace both parts. Only replace the appropriate part to repair the customer's concern. ^ The complete fuel level sender assembly P/N 22683260 is no longer available through GMSPO. This assembly is now serviced by a fuel tank module P/N 88957239 (minus sender) and the fuel tank sender, P/N 22709333. These two parts are no longer sold as one unit and can only be purchased separately. ^ Dealers within the provinces of British Columbia, Quebec, New Brunswick and the State of Maine, should refer to Customer Satisfaction Campaign 00101, dated January, 2001. When fuel gauge diagnosis in the Service Manual indicates the cause to be the fuel tank sender, replace the existing sender with a new sender, P/N 22709333, with improved corrosion resistant wiper contacts. Page 499 Various symbols are used in order to describe different service operations. Aluminum Wheel Porosity Repair Wheels: Service and Repair Aluminum Wheel Porosity Repair Aluminum Wheel Porosity Repair 1. Remove the tire and wheel. 2. Inflate the tire to the manufactures specified pressure as stated on the tire. 3. Submerge the tire/wheel into a water bath in order to locate the leak. 4. Inscribe a mark on the wheel in order to indicate the leak areas. 5. Inscribe a mark on the tire at the valve stem in order to Indicate the orientation of the tire to the wheel. 6. Remove the tire from the wheel. Important: Do not damage the exterior surface of the wheel. 7. Use number 80 grit sandpaper to scuff the inside of the rim surface at the leak area. 8. Use general purpose cleaner such as EMS, P/N 08984 or equivalent, to clean the leak area. 9. Apply 3 mm (0.12 inch) thick layer of adhesive/sealant, GM P/N 12378478 (Canadian P/N 88900041) or equivalent, to the leak area. 10. Allow for the adhesive/sealant to dry. 11. Align the inscribed mark on the tire with the valve stem on the wheel. 12. Install the tire to the wheel. 13. Inflate the tire to the manufactures specified pressure as stated on the tire. 14. Submerge the tire/wheel into a water bath in order ensure the leak is sealed. 15. Balance the tire and wheel. 16. Install the tire and wheel. 17. Lower the vehicle. A/T - DEXRON(R)-VI Fluid Information Fluid - A/T: Technical Service Bulletins A/T - DEXRON(R)-VI Fluid Information INFORMATION Bulletin No.: 04-07-30-037E Date: April 07, 2011 Subject: Release of DEXRON(R)-VI Automatic Transmission Fluid (ATF) Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2007 Saturn Relay 2005 and Prior Saturn L-Series 2005-2007 Saturn ION 2005-2008 Saturn VUE with 4T45-E 2005-2008 Saab 9-7X Except 2008 and Prior Chevrolet Aveo, Equinox Except 2006 and Prior Chevrolet Epica Except 2007 and Prior Chevrolet Optra Except 2008 and Prior Pontiac Torrent, Vibe, Wave Except 2003-2005 Saturn ION with CVT or AF23 Only Except 1991-2002 Saturn S-Series Except 2008 and Prior Saturn VUE with CVT, AF33 or 5AT (MJ7/MJ8) Transmission Only Except 2008 Saturn Astra Attention: DEXRON(R)-VI Automatic Transmission Fluid (ATF) is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids. Supercede: This bulletin is being revised to update information. Please discard Corporate Bulletin Number 04-07-30-037D (Section 07 - Transmission/Transaxle). MANUAL TRANSMISSIONS / TRANSFER CASES and POWER STEERING The content of this bulletin does not apply to manual transmissions or transfer cases. Any vehicle that previously required DEXRON(R)-III for a manual transmission or transfer case should now use P/N 88861800. This fluid is labeled Manual Transmission and Transfer Case Fluid. Some manual transmissions and transfer cases require a different fluid. Appropriate references should be checked when servicing any of these components. Power Steering Systems should now use P/N 9985010 labeled Power Steering Fluid. Consult the Parts Catalog, Owner's Manual, or Service Information (SI) for fluid recommendations. Some of our customers and/or General Motors dealerships/Saturn Retailers may have some concerns with DEXRON(R)-VI and DEXRON(R)-III Automatic Transmission Fluid (ATF) and transmission warranty claims. DEXRON(R)-VI is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids (except as noted above). Please remember that the clean oil reservoirs of the J-45096 - Flushing and Flow Tester machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI for testing, flushing or filling General Motors transmissions/transaxles (except as noted above). DEXRON(R)-VI can be used in any proportion in past model vehicles equipped with an automatic transmission/transaxle in place of DEXRON(R)-III (i.e. topping off the fluid in the event of a repair or fluid change). DEXRON(R)-VI is also compatible with any former version of DEXRON(R) for use in automatic transmissions/transaxles. DEXRON(R)-VI ATF General Motors Powertrain has upgraded to DEXRON(R)-VI ATF with the start of 2006 vehicle production. Current and prior automatic transmission models that had used DEXRON(R)-III must now only use DEXRON(R)-VI. Page 8117 Global Positioning System Antenna: Technical Service Bulletins Onstar(R) - Antenna Coupling Revised Procedures File In Section: 08 - Body and Accessories Bulletin No.: 01-08-46-006A Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised OnStar(R) Antenna Coupling Replacement Procedures Models: 2000-2002 Passenger Cars and Trucks with Glass Mounted Antenna This bulletin is being revised to add the 2002 model year and revise the service procedures. Please discard Corporate Bulletin Number 01-08-46-006 (Section 08 - Body and Accessories). This bulletin is being issued to revise the OnStar(R) inner and outer antenna coupling replacement procedures in the Cellular Communication sub-section of the Body and Accessories section in the appropriate Service Manual. Please use the following to replace the existing information in the Service Manual. This information has been updated within SI2000. If you are using a paper version of this Service Manual, please mark a reference to this bulletin on the affected page in the Cellular Communication sub-section of the Service Manual. Coupling Replacement - Antenna Inner Removal Procedure Important: Use the described adhesion promoter to assure adequate bonding of the coupling to the glass. To obtain maximum adhesion between the new mobile antenna couplings and the glass surface, the couplings and the glass must be kept dry and above 15°C (60°F) during the installation and for 6-8 hours immediately following the installation. Otherwise the new couplings may come off. Also, disregard the drying or curing time information listed in the instructions included in the replacement antenna coupling kits. In the near future, those instructions will be updated with the drying or curing times listed in this bulletin. ^ Do not attempt to reinstall the original cellular couplings using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system, including the air bag deployment notification. 1. Disconnect the coaxial cable from the inner coupling of the mobile communication antenna. Notice: If you use a razor blade or other sharp tool in order to remove the adhesives or foreign objects from the inside of the rear window, use the blade carefully. Damage to the grid lines may result. Use a small, wide-bladed plastic tool to cut the double back tape material while lifting up on the inner antenna coupling. Installation Procedure Page 9664 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 3880 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 9646 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 925 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Diagrams Seat Belt Switch Page 4262 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 5020 Electrical Symbols Part 1 Page 1159 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 9401 2. Install the seat back recliner bolts. Tighten the bolts to 24 N.m (18 lb ft). 3. Reposition the seat back cover to a desired appearance. 4. Fasten the J-hook retainer at the bottom of the seat back cover. 5. Install the bucket seat. 6. Return the seat back to the original position. Seat Back Bolster Replacement - Rear Split Folding Seat Back Bolster Replacement - Rear Split Folding Removal Procedure 1. Remove the rear seat cushion. 2. Remove the rear seat back bolster bolt (3) from the lower U-bracket. 3. Lift up the rear seat back bolster (2). Disengage the T-hook from the access hole in the rear shelf in order to remove the rear seat back bolster (2). Installation Procedure 1. Pull the shoulder belt away from the rear seat back bolster area. Page 957 Electrical Symbols Part 1 Page 7430 Trailing Arm: Service and Repair Trailing Arm Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the trailing arm-to-knuckle bolt (2), washer (3) and bushing (4). 3. Remove the trailing arm to body bolt (2). 4. Remove the trailing arm (3) from the body (1). Installation Procedure 1. Install the trailing arm-to-knuckle bolt (2), washer (3), and bushing (4). Hand tighten the bolt. Page 425 A/C Compressor - Lower RH Front Of Engine (3100 LG8) Page 2862 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 2714 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 9905 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 3742 6. Slide the PCM from the PCM bracket. INSTALLATION PROCEDURE Remove the new PCM from the packaging and inspect the service number to verify the number is the same number, or an updated number, as the faulty PCM. 1. Slide the PCM into the PCM bracket. NOTE: Do not touch the PCM connector pins or soldered components on the circuit board in order to prevent possible electrostatic discharge (ESD) damage. Do not remove the integrated circuit boards from the carrier. 2. Install the PCM electrical connectors. 3. Tighten the PCM connector screws (1). 4. Install the left hush panel. 5. Connect the negative battery cable. IMPORTANT: The replacement PCM must be reprogrammed and the crankshaft position (CKP) system variation learn procedure must be performed. 6. Program the PCM. See: Testing and Inspection/Programming and Relearning 7. The replacement PCM will NOT allow secondary air injection (AIR) pump operation until a total of 16 km (10 mi) have accumulated. Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: All Technical Service Bulletins Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Amperage Generator Usage Drive Belt Chirping Drive Belt: Testing and Inspection Drive Belt Chirping Drive Belt Chirping Diagnosis Diagnostic Aids The symptom may be intermittent due to moisture on the drive belt(s) or the pulleys. It may be necessary to spray a small amount of water on the drive belt(s) in order to duplicate the customers concern. If spraying water on the drive belt(s) duplicates the symptom, cleaning the belt pulleys may be the probable solution. A loose or improper installation of a body component, a suspension component, or other items of the vehicle may cause the chirping noise. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. The noise may not be engine related. This step is to verify that the engine is making the noise. If the engine is not making the noise do not proceed further with this table. Page 7124 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Page 7253 1. Slide the shock dampener (2) forward onto the rack (1). ^ Tighten the inner tie rod to 100 Nm (74 ft. lbs.). 2. Attach the inner tie rod (6) on the rack (1) as follows: 2.1. Place a wrench on the flats of the rack assembly (3). 2.2. Place a torque wrench (5) on the flats of the inner tie rod housing (4). 3. Place the inner tie rod assembly (2) in a vise. 4. Stake both sides of the inner tie rod assembly to the flats on the rack (1). 5. Insert a 0.25 mm gauge (1) between the rack (2) and the inner tie rod housing (3) in order to check both stakes. The feeler gauge (1) must not pass between the rack and the housing stake. Page 680 11. Disconnect the hazard warning switch electrical connector. 12. Using a small flat-blade screwdriver, carefully release the two retaining features on the mounting bracket and remove the hazard warning switch from the bracket. 13. Install the mounting bracket on the new hazard warning switch. 14. Connect the electrical connector to the new hazard warning switch and insert it through the center air outlet opening in the IP. 15. Position the switch and mounting bracket to the IP and install the two attaching screws through the center air outlet opening. Tighten Tighten to 3 N.m (27 lb in). 16. Through the instrument cluster opening in the IP, install the remaining hazard warning switch attaching screw. Tighten Tighten to 3 N.m (27 lb in). 17. Install the cluster in the IP. Install the four screws. Tighten Tighten to 2 N.m (18 lb in). 18. Connect the electrical connector to the trip reset switch. 19. Install the IP cluster trim panel to the IP and install the two screws. Tighten Tighten to 2 N.m (18 lb in). 20. Install the center air outlet in the IP. 21. Install the bezel on the hazard warning switch. 22. Verify hazard warning switch operation. Grand Am 1. Apply the parking brake. 2. Using a small flat-blade screwdriver, carefully remove the ignition switch bezel. Page 3794 Electrical Symbols Part 3 Page 9666 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 3040 Steps 1-9 Page 2540 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3221 Conversion - English/Metric Page 10129 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 3043 Manifold Pressure/Vacuum Sensor: Service and Repair MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the screws that attach the MAP sensor to the bracket. 3. Disconnect the MAP sensor electrical connector. 4. Disconnect the MAP inlet vacuum hose. 5. Remove the MAP sensor from the bracket. INSTALLATION PROCEDURE 1. Position the MAP sensor to the bracket. 2. Connect the MAP inlet vacuum hose. 3. Connect the MAP sensor electrical connector. NOTE: Refer to Fastener Notice in Service Precautions. 4. Install the retaining bolt. Tighten Tighten the retaining bolt to 3 N.m (27 lb in). Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gage Fitting INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution and Fuel Gage Leak Caution in Service Precautions. NOTE: Clean all of the following areas before performing any disconnections in order to avoid possible contamination in the system: ^ The fuel pipe connections ^ The hose connections ^ The areas surrounding the connections IMPORTANT: Position the fuel pressure gage fitting to avoid contact with the belt. 1. Install the J 34730-1A with the J 34730-262 to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Refer to Fuel Storage Caution in Service Precautions. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool until all of the air is bled out of the gage. 6. Close the bleed valve on the fuel pressure gage. 7. Command the fuel pump ON with a scan tool. 8. Inspect for fuel leaks. REMOVAL PROCEDURE Service and Repair Glove Compartment: Service and Repair Compartment Replacement - IP Removal Procedure 1. Disable the SIR system. Refer to Disabling the SIR System in Restraint Systems. 2. Remove the instrument panel compartment screws from underside of the instrument panel compartment door. 3. Open the IP compartment door and remove the remaining IP compartment screws inside the pocket. 4. Disconnect the electrical connection from the IP compartment lamp switch. 5. Remove the IP compartment from the IP carrier. Installation Procedure 1. Connect the electrical connection to the IP compartment lamp switch. 2. Install the IP compartment to the IP carrier. Page 2356 Oil Pressure Sender: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Diagrams. Page 2129 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 4674 Locations View The fuel pump relay is located in underhood fuse block. The underhood fuse block is located left side of the engine compartment. Page 3770 1. Install the new idle air control O-ring. 2. Install the idle air control valve into the throttle body. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the idle air control valve attaching screws. Tighten Page 3055 Electrical Symbols Part 1 Page 6652 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 6967 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Page 4424 Transmission Position Switch/Sensor: Specifications Park/Neutral Position Switch to Case ....................................................................................................................................................... 24 Nm (18 ft. lbs.) Page 9863 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Service and Repair Service Port HVAC: Service and Repair SERVICE PORTS REPLACEMENT TOOLS REQUIRED J 39037 Octagon Socket J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Remove the service port cap. 2. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 3. Use the J 39037 to remove the service valve. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the service valve. Tighten Tighten the valve to 11 N.m (98 lb in). 2. Evacuate and charge the system. Refer to Refrigerant Recovery and Recharging. 3. Leak test the fitting using the J 39400-A 4. Install the cap. Tighten the cap 1/4-1/2 turn after the seal washer contacts to access fitting. A/T - Shift Lock Control Feature Function Shift Interlock: Technical Service Bulletins A/T - Shift Lock Control Feature Function Bulletin No.: 03-07-30-043A Date: May 25, 2006 INFORMATION Subject: Information Regarding Automatic Transmission Shift Lock Control Function Models: 2007 and Prior Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER H2, H3 2005-2007 Saab 9-7X with Automatic Transmission Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 03-07-30-043 (Section 07 - Transmission/Transaxle). This bulletin is being issued to better explain how the Automatic Transmission Shift Lock Control (formerly known as Brake Transmission Shift Interlock (BTSI)) feature is intended to operate. Revised wording regarding the shift lock control system began appearing in the Owner Manuals beginning with the 2004 model year. The shift lock control feature was intended to prevent drivers from shifting out of Park with the vehicle running without the brakes applied. However, if the ignition switch is in the Accessory (ACC) position, it may be possible on some vehicles to move the shift lever out of Park WITHOUT first activating the brake. The shift lock control system is ONLY active when the ignition switch is in the RUN or ON position. This means that when the ignition switch is in the RUN or ON position, the shift lever cannot be moved out of the Park position without activating the brake. Some owners may feel that the shift lock control system prevents an unattended child from moving the vehicle. Please stress to owners, as stated in the Owner Manual, that children should NEVER be left unattended in a vehicle, even if the ignition key has been removed from the vehicle. Disclaimer Page 1074 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3489 Various symbols are used in order to describe different service operations. Page 9985 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 2219 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 3536 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 6212 Locations Locations View Page 4617 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Locations Locations View LH IP Fuse Block LH IP Fuse Block Locations Center Mounted Brake Lamp: Locations Locations View Description and Operation Power Interrupt Connector/Switch: Description and Operation INADVERTENT POWER The body control module used in this vehicle controls the lighting system through circuits that enable both the exterior lamp functions of park, head, and fog lamps as well as the interior lamps. The BCM opens these enabling circuits shortly after the ignition switch is turned OFF with no lamp switch activity. If the ignition switch is turned to any position other than OFF, or if a lamp switch is activated during this period, the timer will reset itself again. Personalization Memory Positioning Systems: Description and Operation Personalization Personalization features may be set for the vehicle or the driver. Vehicle features do not change with each driver. Specific drivers are recognized by the vehicle through the keyless entry transmitters, the memory buttons, or the Driver Information Center (DIC), and the personalization settings for that driver are recalled. For more information on vehicle personalization features for this vehicle, refer to Vehicle Personalization. For more information on Driver Personalization feature for this vehicle, refer to Driver Personalization. Page 1093 Throttle Position Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the air intake duct. 3. Disconnect the TP sensor electrical connector. 4. Remove the 2 TP sensor fasteners. Page 10174 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 4631 Conversion - English/Metric Page 243 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 9593 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 7021 Fuse Block Underhood, C6 Fuse Block Underhood, C7 Page 4114 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 6902 C101 Page 6373 Disclaimer Page 5169 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 712 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Diagram Information and Instructions Vanity Lamp: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4774 Important: With the availability of this new fuel level sender kit, DO NOT replace the complete fuel level sender assembly, P/N 22683260. To insure correct installation, follow the instructions contained in the kit and the service procedure in the applicable Service Manual Parts Information Parts are expected to be available from GMSPO on April 10, 2003. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Front Side Door Window Belt Inner Sealing Strip Replacement Front Door Window Glass Weatherstrip: Service and Repair Front Side Door Window Belt Inner Sealing Strip Replacement Sealing Strip Replacement - Front Door Window Belt Inner Removal Procedure 1. Remove the front door trim panel. 2. Pull upward on the inner belt sealing strip (1) in order to disengage it from the door flange. 3. Remove the front door inner belt sealing strip from the door. Installation Procedure 1. Position the front door inner belt sealing strip (1) to the front door. 2. Push downward on the inner belt sealing strip (1) in order to engage it to the door flange. 3. Install the front door trim panel. Fuel Injector Coil Test Fuel Injector: Testing and Inspection Fuel Injector Coil Test CIRCUIT DESCRIPTION The powertrain control module (PCM) enables the appropriate fuel injector on the intake stroke for each cylinder. A voltage is supplied directly to the fuel injectors. The PCM controls each fuel injector by grounding the control circuit via a solid state device called a driver. A fuel injector coil winding resistance that is too high, or low, will affect engine driveability. A fuel injector control circuit DTC may not set, but a misfire may be apparent. The fuel injector coil windings are affected by temperature. The resistance of the fuel injector coil windings increases as the temperature of the fuel injector increases. DIAGNOSTIC AIDS ^ Monitoring the misfire current counters, or misfire graph, may help isolate the fuel injector that is causing the condition. ^ Operating the vehicle over a wide temperature range may help isolate the fuel injector that is causing the condition. ^ Perform the fuel injector coil test within the conditions of the customers concern. A fuel injector condition may only be apparent at a certain temperature, or under certain conditions. ^ If the fuel injector coil test does not isolate the condition perform the fuel injector balance test. Refer to Fuel Injector Balance Test with Special Tool or Fuel Injector Balance Test with Tech 2. See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics TEST DESCRIPTION Page 5063 6. Remove the spark plug wires from the ignition coils. 7. Remove the spark plug wires from the engine. 8. If you are replacing the spark plug wires, transfer any of the following components: ^ Spark plug wire conduit ^ Spark plug wire retaining clips INSTALLATION PROCEDURE 1. Install the spark plug wires to the engine. 2. Install the spark plug wires to the ignition coils. Page 8514 For vehicles repaired under warranty use, the table. Disclaimer Page 7417 1. Clamp the strut in a vise horizontally with the rod (1) completely extended. 2. Drill a hole in the strut at the center of the end cap (3) using a 5 mm (3/16 inch) drill bit. Gas or a gas/oil mixture will exhaust when the drill bit penetrates the strut. Use shop towels in order to contain the escaping oil. 3. Remove the strut from the vise. 4. Hold the strut over a drain pan vertically with the hole down. 5. Move the rod (1) in and out of the tube (2) to completely drain the oil from the strut. Strut, Strut Component and/or Spring Replacement Strut, Strut Component and/or Spring Replacement ^ Tools Required J 34013-B Strut Spring Compressor - J 3289-20 Holding Fixture - J 34013-88 Lower Strut Spring Compressor Adapter Removal Procedure 1. Remove the strut assembly. Notice: Care should be taken to avoid chipping or cracking the spring coating when handling the front suspension coil spring. Failure to observe this notice may result in spring breakage. Page 9127 Door Lock Actuator - LR Door Lock Actuator - RR W/ Special Tool Fuel: Testing and Inspection W/ Special Tool TEST DESCRIPTION Fuel quality can affect vehicle performance. Gasoline and gasoline blends that are contaminated or contain excessive amounts of alcohol can affect vehicle driveability, fuel economy, fuel system components, and emissions. Excessive alcohol in the fuel may cause fuel system corrosion, deterioration of rubber components, and subsequent fuel filter restriction. Some types of alcohol are more detrimental to fuel system components than others. Ethanol is commonly used in gasoline, but in concentrations of no more than 10 percent. Sortie fuels, such as E85, contain a very high percent of ethanol. Fuel with more than 10 percent ethanol may cause driveability conditions in vehicles such as hesitation, lack of power, stalling, or no start. If excessive alcohol in the fuel is suspected, then use the following procedure to test the fuel quality. TEST PROCEDURE 1. Turn ON the J 44175 Fuel Composition Tester. 2. Verify the fuel composition tester is operational by measuring the AC frequency output with a DMM. Refer to Measuring Frequency in Diagnostic Aids. A frequency without a fuel sample in the test cell indicates that the tester is working correctly. CAUTION: Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. 3. Install the J 34730-1A Fuel Pressure Gage. Refer to Fuel Pressure Gage Installation and Removal. IMPORTANT: you will need to bleed the J 34730-1A a few times in order to obtain an accurate fuel sample. 4. Close the bleed valve on the fuel pressure gage. 5. Place the bleed hose (1) of the fuel pressure gage into the 100 ml beaker (2). 6. Command the fuel pump ON with a scan tool. 7. Slowly open the bleed valve on the fuel pressure gage, until an adequate fuel sample is obtained. Page 2213 EN-48108 Rear Main Oil Seal Installation Tool This tool has a unique design to allow the technician to easily install the rear main seal squarely to the correct depth and direction. Before proceeding with installation, review the above illustration to become familiar with the components shown in the illustration. Locations Locations View Page 9596 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 2838 Ignition Control Module (ICM) C3 Page 10132 Center Mounted Brake Lamp: Connector Views Center High Mounted Stop Lamp C1 Center High Mounted Stop Lamp C2 Page 5673 Fluid Line/Hose: Specifications Tube Assembly, Transmission Oil to Case-M6 x 1.0 x 19.0 (Qty 2) .................................................... ............................................................................................................................................. 12 Nm (106 inch lbs.) Tube Assembly, Transmission Oil to Forward Clutch Support- M6 x 1.0 x 19.0 (Qty 1) ......................................................................................................................................................... .............. 12 Nm (106 inch lbs.) Tube Assembly, Transmission Oil to Lo/Reverse Servo Cover- M6 x 1.0 x 19.0 (Qty 1) .............................................................................................................................. ......................................... 12 Nm (106 inch lbs.) Service and Repair Fluid Filter - A/T: Service and Repair Oil Filter and Seal Replacement - Tools Required J 6125-1B Slide Hammer - J 23129 Axle Boot Remover - J 36850 petroleum jelly Removal Procedure 1. Remove the transaxle oil pan. 2. Remove the oil filter. Use a long screwdriver in order to pry the oil filter neck out of the seal. 3. Check the oil filter seal for damage or wear. 4. As needed, remove the seal using the J 6125-1B and the J 23129. Installation Procedure 1. Install a new seal, as needed. Before installing, coat the new seal with a small amount of J 36850 or petroleum jelly. 2. Install a new filter into the case. 3. Install the transaxle oil pan. Page 10246 Hazard Warning Switch: Diagrams Hazard Switch Part 1 Hazard Switch Part 2 Page 6475 1. Thickness Variation Pulsation is Caused by Lateral Run Out (LRO). LRO on a brake corner assembly is virtually undetectable unless measured (with a dial indicator after the brake service) and will not be detected as brake pulsation during an after brake service test drive. If the brake corner is assembled with excessive LRO (greater than 0.050 mm (0.002 in), thickness variation will develop on the brake rotor over time and miles. Excessive LRO will cause the brake pads to wear the brake rotors unevenly, which causes rotor thickness variation. Pulsation that is the result of excessive Lateral Run Out usually develops in 4,800-16,000 km (3,000-10,000 mi). The more excessive the LRO, the faster the pulsation will develop. LRO can also be induced when uneven torque is applied to wheel nuts (lug nuts). Improper wheel tightening after tire rotation, spare tire usage, brake inspection, etc. can be the cause of brake pulsation. Again, it usually takes 4,800-16,000 km (3,000-10,000 mi) AFTER the service event for the condition to develop. The customer does not usually make the connection between the service event and the awareness of the pulsation. The proper usage of torque wrenches and/or torque sticks (torque limiting sockets) will greatly reduce or eliminate the pulsation conditions after wheel service events. The improper use of impact wrenches on wheel nuts greatly increases the likelihood of pulsation after wheel service. The following are examples of pulsation conditions and reimbursement recommendations: - If the customer noticed the condition between 4,800-16,000 km (3,000-10,000 mi) and it gradually got worse, normally the repair would be covered. The customer may tolerate the condition until it becomes very apparent. - If a GM dealer performed a prior brake service, consider paying for the repair and then strongly reinforce proper brake lathe maintenance. - If the customer had the brake service done outside of a GM dealership, normally GM would not offer any assistance. - If a customer indicated they had wheel service, ask who performed the service. Then; - If a GM dealer performed the service, consider paying for the repair and then strongly reinforce the use of torque sticks at the dealer. Two common size torque sticks cover 90% of all GM products. Each technician needs to use torque sticks properly every time the wheel nuts are tightened. - If the customer had the wheel service done outside of a GM dealership, normally GM would not offer any assistance. 2. Thickness Variation Pulsation Caused by Brake Rotor Corrosion - Rotor corrosion is another form of thickness variation, which can cause a pulsation concern and can be addressed as follows: - Cosmetic Corrosion: In most instances rotor corrosion is cosmetic and refinishing the rotor is unnecessary. - Corrosion - Pulsation Caused by Thickness Variation (Lot Rot / Low Miles - 0-321 km (0-200 mi): At times more extensive corrosion can cause pulsation due to thickness variation. This usually happens when the vehicle is parked for long periods of time in humid type conditions and the braking surface area under the pads corrodes at a different rate compared to the rest of the braking surface area. Cleaning up of braking surfaces (burnishing) can be accomplished by 10 - 15 moderate stops from 56- 64 km/h (35 - 40 mph) with cooling time between stops. If multiple moderate braking stops do not correct this condition, follow the "Brake Rotor Clean-Up Procedure" below. - Corrosion - Pulsation Caused by Thickness Variation (without rotor flaking / higher mileage 3,200-8,000 km (2,000-5,000 mi): In some cases, more extensive corrosion that is not cleaned up by the brake pad over time and miles can cause the same type of pulsation complaint due to thickness variation. In these cases, the rotor surface is usually darker instead of shiny and a brake pad foot print can be seen against the darker surface. This darker surface is usually due to build-up, on the rotor material surface, caused by a combination of corrosion, pad material and heat. To correct this condition, follow the "Brake Rotor Clean-up Procedure" below. - Corrosion - Pulsation Caused by Thickness Variation (with rotor flaking / higher mileage - 8,000 + km (5,000 + miles) : At times, more extensive corrosion over time and miles can cause pulsation due to thickness variation (flaking). This flaking is usually a build up, mostly on the rotor material surface, caused by a combination of corrosion, pad material and heat. When rotor measurements are taken, the low areas are usually close to the original rotor thickness (new rotor) measurement and the high areas usually measure more than the original rotor thickness (new rotor) measurement (depending on mileage and normal wear). To correct this condition, follow the "Brake Rotor Clean-up Procedure" described below. Important In some flaking instances, cleaning-up this type of corrosion may require more rotor material to be removed then desired. Customer consideration should be taken in these situations and handled on a case by case basis, depending on the amount/percentage of rotor life remaining and the vehicle's warranty time and miles. Brake Rotor Clean-Up Procedure Page 5986 Testing and Inspection Windshield Washer Switch: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Wiper and Washer Systems/Testing and Inspection. Page 74 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 9743 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 9659 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Locations Locations View Generator Bracket Replacement Alternator: Service and Repair Generator Bracket Replacement REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Rotate the drive belt tensioner counter clockwise. 3. Remove the drive belt from the generator pulley. 4. Remove the generator. 5. Remove the drive belt tensioner bolt. 6. Remove the drive belt tensioner. Campaign - T/S/Hazard Switch Warranty Extension Technical Service Bulletin # 04098A Date: 060111 Campaign - T/S/Hazard Switch Warranty Extension Bulletin No.: 04098A Date: January 11, 2006 SPECIAL POLICY Subject: 04098 - Special Policy Adjustment - Turn Signal/Hazard Warning Flashers Models: 1999-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am Supercede: This bulletin is being revised to include 2001-2002 Chevrolet Malibu, Oldsmobile Alero, and Pontiac Grand Am vehicles. Due to part availability, it is anticipated that customers will not be notified until late April 2006. In the meantime, should a customer bring in a 2001-2002 Chevrolet Malibu, Oldsmobile Alero, or Pontiac Grand Am vehicle because the turn signal/hazard warning flashers are inoperative, repair the vehicle as described in this bulletin and submit the claim using the labor code found in this bulletin. Please discard all copies of bulletin 04098 issued December 2004. Condition Some customers of 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass may have turn signal/hazard flashers that become inoperative. Special Policy Adjustment This special policy covers the condition described above for a period of 10 years or 150,000 miles (240,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For 1999-2000 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after December 23, 2004 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to December 23, 2004 must be submitted to the Service Contract provider. For 2001-2002 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after January 11, 2006 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to January 11, 2006 must be submiffed to the Service Contract provider. Vehicles Involved Page 876 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 9864 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 6661 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 9916 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 3635 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 662 2. Remove the AIR BAG fuse from the panel. 3. Remove the three screws attaching the lower steering column cover to the steering column. 4. Remove the upper steering column cover. 5. Remove the two screws that attach the IP cluster bezel to the IP. 6. Using a small flat-blade screwdriver, gently pry out and remove the IP cluster trim plate from the IP. 7. Disconnect the electrical connectors from the other switches in the trim plate. 8. Disconnect the electrical connector from the hazard warning switch. 9. Using a small flat-blade screwdriver, carefully push in on the tabs to release the hazard warning switch from the IP cluster trim plate. 10. Remove the hazard warning switch by pushing in an outward motion on the switch while holding onto the IP cluster trim plate. 11. Install the new hazard warning switch by pushing in an inward motion on the switch while holding onto the IP cluster trim plate. Push inward on the switch until it is fully seated into the IP cluster trim plate. Navigation System - Replacement Navigation Discs Navigation System: All Technical Service Bulletins Navigation System - Replacement Navigation Discs Bulletin No.: 07-08-44-007 Date: April 17, 2007 INFORMATION Subject: Information on Obtaining Replacement Navigation Discs When Radios are Exchanged Order Replacement Navigation Disc Through Navigation Disc Center Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X with a Navigation Radio Attention: The purpose of this bulletin is to inform dealership personnel of a new procedure for obtaining a replacement navigation disc for radios that are sent to an ESC for exchange. This bulletin applies to U.S. and Canadian dealers only and is not intended for use by export dealers. When a navigation radio warranty exchange is performed, the customer must have a navigation disc to operate the new radio. If the customer's navigation disc was damaged or is stuck in the failed radio, the customer would have to wait for an excessive period of time for the disc to be returned or replaced. The Electronic Service Centers (ESC) are not authorized to remove stuck navigation discs from cores, as the cores must be returned to the supplier for analysis prior to any disassembly. The time it would take for the supplier to return the navigation disc would significantly delay the completion of the repair at the dealership. If the customer's navigation disc is damaged or cannot be removed from the radio, the dealership is to obtain an exchange radio through an ESC and a new navigation disc through the GM Navigation Disc Center. Both items can be shipped overnight to the dealership upon request. GM Navigation Disc Center Contact Information Via the web through gmnavdisc.com The GM Navigation Disc Center is also the center of expertise for navigation system questions. Warranty Information Include the part number and cost of the new navigation disc on the warranty claim for the navigation radio exchange. Disclaimer Page 5087 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 10519 Involved are certain 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass built within the VIN breakpoints shown. Page 9761 Conversion - English/Metric Page 6953 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 9982 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 2709 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 10122 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 7423 6. Install the strut to body nut (1) in the trunk area. ^ Tighten the nut (1) to 25 Nm (18 ft. lbs.). 7. Check the wheel alignment. Suspension Strut Disposal Suspension Strut Disposal Caution: Use the proper eye protection when drilling to prevent metal chips from causing physical injury. 1. Clamp the strut in a vise horizontally with the rod (1) completely extended. 2. Drill a hole in the strut at the center of the end cap (3) using a 5 mm (3/16 inch) drill bit. Gas or a gas/oil mixture will exhaust when the drill bit penetrates the strut. Use shop towels in order to contain the escaping oil. 3. Remove the strut from the vise. 4. Hold the strut over a drain pan vertically with the hole down. 5. Move the rod (1) in and out of the tube (2) to completely drain the oil from the strut. Strut Disassemble/Assemble Repair Strut Disassemble/Assemble Repair ^ Tools Required J 34013-B Strut Spring Compressor - J 3289-20 Holding Fixture Bench Mount - J 34013-88 Lower Strut Spring Compressor Adapter Removal Procedure Page 4253 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Diagrams TCC Brake Switch Page 6666 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 9600 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Front Suspension Strut / Shock Absorber: Specifications Strut Assembly to Body Bolt 18 ft. lbs. Strut Assembly to Body Nuts 18 ft. lbs. Strut Nut to Strut Rod 55 ft. lbs. Strut to Steering Knuckle Nuts 133 ft. lbs. Page 3300 Camshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 4977 3. Install the 2 TP sensor fasteners, using a thread-locking compound on the screws. Loctite(R) 262, GM P/N #1052624., or equivalent should be used. Tighten Tighten the TP sensor attaching screws to 2 N.m (18 lb in). 4. Connect the TP sensor electrical connector. 5. Install the air intake duct. Page 4384 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Specifications Camshaft Bearing: Specifications Camshaft Lobe Lift - Intake and Exhaust ...................................................................................................................................... 6.9263 mm (0.2727 inch) Journal Diameter ....................................................................................................................................................... 47.45 - 47.48 mm (1.868 - 1.869 inch) Camshaft Bearing Bore Diameter-Front and Rear .................................................................................................... 51.03 - 51.08 mm (2.009 - 2.011 inch) Camshaft Bearing Bore Diameter-Middle #2 and #3 ................................................................................................ 50.77 - 50.82 mm (1.999 - 2.001 inch) Camshaft Bearing Inside Diameter ........................................................................................................................... 47.523 - 47.549 mm (1.871 - 1.872 in) Journal Clearance ........................................................................................................................................................ 0.026 - 0.101 mm (0.001 - 0.0039 in) Journal Runout-Max ................................................................. ............................................................................................................. 0.025 mm (0.001 in) Page 10053 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 1063 Electrical Symbols Part 2 Page 10060 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 8484 Conversion - English/Metric Page 4887 Electrical Symbols Part 3 Page 4632 Fuel Injectors Page 1855 Wheels: Service and Repair Tire and Wheel Removal and Installation Tire and Wheel Removal and Installation ^ Tools Required J 39544-KIT Complete Torque Socket Set Caution: If penetrating oil gets on the vertical surfaces between the wheel and the rotor or drum it could cause the wheel to work loose as the vehicle is driven, resulting in loss of control and an injury accident. Notice: Never use heat to loosen a tight wheel. It can shorten the life of the wheel, studs, or hub and bearing assemblies. Wheel nuts must be tightened in sequence and to the specified torque to avoid bending the wheel or rotor. Notice: Improperly tightened wheel nuts can lead to brake pulsation and rotor damage. In order to avoid expensive brake repairs, evenly tighten the wheel nuts to the proper torque specification. Important: Removing wheels can be difficult because of foreign material or a tight fit between the wheel and the hub / rotor. Slightly tap the tire sidewall with a rubber mallet in order to remove the wheel. Failure to follow these instructions may result in damage to the wheel. 1. Tighten all wheel nuts on the affected wheel. 2. Loosen each wheel nut two turns. 3. Rock the vehicle from side to side in order to loosen the wheel. If this does not loosen the wheel, rock the vehicle front to back applying quick hard jabs to the brake pedal to loosen the wheel. 4. Repeat this procedure if the wheel does not break free. Removal Procedure 1. Raise the vehicle. Support the vehicle with suitable safety stands. Refer to Vehicle Lifting. 2. Remove the wheel nuts from the tire and wheel assembly. 3. Mark the location of the tire and wheel assembly to the hub assembly. 4. Remove the tire and wheel assembly from the vehicle. 5. Clean the wheel nuts, studs and the wheel and rotor mounting surfaces. Installation Procedure Seal Replacement - Hood Rear Hood Weatherstrip: Service and Repair Seal Replacement - Hood Rear Seal Replacement - Hood Rear Removal Procedure 1. Open the hood. 2. Remove the hood rear weatherstrip (1) from the pinch weld flange. Installation Procedure 1. Install the hood rear weatherstrip (1) to the pinch weld flange. 2. Press the weatherstrip (1) to the pinch flange until fully seated. 3. Close the hood. Page 2137 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 1343 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks Clutch: Customer Interest A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 4117 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 3210 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 10673 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 9195 Sunroof / Moonroof Module: Diagrams Sunroof Control Module, C1 Sunroof Control Module, C2 Page 10242 3. Insert the key and turn the ignition switch to the ON position. 4. Place the gearshift lever in the LOW position. 5. Using a small flat-blade screwdriver, carefully disengage the accessory trim plate from the instrument panel (IP). 6. Disconnect the electrical connectors from the switches installed in the accessory trim plate. 7. Remove the three 7 mm hex head screws attaching the hazard warning switch mounting bracket to the accessory trim plate and remove the switch and bracket assembly. 8. Using a small flat-blade screwdriver, carefully depress the two retaining features on the side of the switch and remove the hazard warning switch from the bracket. 9. Install the new hazard warning switch in the mounting bracket. 10. Position the hazard warning switch and bracket assembly to the accessory trim plate and install the three attaching screws. Tighten Tighten to 3 N.m (27 lb in). 11. Connect the electrical connectors to the switches in the accessory trim plate. 12. Install the accessory trim plate to the IP and press into place until fully seated. 13. Place the gearshift lever in the PARK position. 14. Turn the ignition key to the OFF position and remove the key. Page 1214 Knock Sensor: Description and Operation PURPOSE The knock sensor (KS) system enables the Powertrain Control Module (PCM) to control the ignition timing advance for the best possible performance while protecting the engine from potentially damaging levels of detonation. The sensors in the KS system are used by the PCM as microphones to listen for abnormal engine noise that may indicate pre-ignition/detonation. SENSOR DESCRIPTION There are 2 types of KS currently being used: ^ The broadband single wire sensor ^ The flat response two wire sensor Both sensors use piezo-electric crystal technology to produce and send signals to the PCM. The amplitude and frequency of this signal will vary constantly depending on the vibration level within the engine. Flat response and broadband KS signals are processed differently by the PCM. The major differences are outlined below: ^ All broadband sensors use a single wire circuit. Some types of controllers will output a bias voltage on the KS signal wire. The bias voltage creates a voltage drop the PCM monitors and uses to help diagnose KS faults. The KS noise signal rides along this bias voltage, and due to the constantly fluctuating frequency and amplitude of the signal, will always be outside the bias voltage parameters. Another way to use the KS signals is for the PCM to learn the average normal noise output from the KS. The PCM uses this noise channel, and KS signal that rides along the noise channel, in much the same way as the bias voltage type does. Both systems will constantly monitor the KS system for a signal that is not present or falls within the noise channel. ^ The flat response KS uses a two-wire circuit. The KS signal rides within a noise channel which is learned and output by the PCM. This noise channel is based upon the normal noise input from the KS and is known as background noise. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the KS signal, keeping the signal within the channel. If there is knock, the signal will range outside the noise channel and the PCM will reduce spark advance until the knock is reduced. These sensors are monitored in much the same way as the broadband sensors, except that an abnormal signal will stay outside of the noise channel or will not be present. KS diagnostics can be calibrated to detect faults with the KS diagnostic inside the PCM, the KS wiring, the sensor output, or constant knocking from an outside influence such as a loose or damaged component. In order to determine which cylinders are knocking, the PCM uses KS signal information when the cylinders are near Top Dead Center (TDC) of the firing stroke. Page 2920 Coolant Temperature Sensor/Switch (For Computer): Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Specifications Fuel Pressure: Specifications Fuel System Pressure Fuel System Pressure Key On Engine Off 52-59 psi Brakes - Rotor Lateral Runout Correction Information Brake Rotor/Disc: All Technical Service Bulletins Brakes - Rotor Lateral Runout Correction Information Bulletin No.: 01-05-23-001B Date: January 31, 2008 INFORMATION Subject: Brake Align(R) System for Brake Rotor Lateral Runout Correction Models: 2008 and Prior Passenger Cars Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 01-05-23-001A (Section 05 - Brakes). This bulletin is being issued to update General Motors position on correcting brake rotor lateral runout (Refer to Corporate Bulletin Number 00-05-22-002B for additional brake rotor service procedures). Certain conditions may apply to individual vehicles regarding specific repairs. Refer to those specific repairs in applicable service bulletins. Make sure other possible sources of brake pulsation, such as ABS pedal feedback, have been addressed before checking rotor runout. Anytime a new or refinished rotor is installed on a vehicle, the rotor must have .050 mm (.002 in) or less of lateral runout. This specification is important to prevent comebacks for brake pulsation. Until now, the only acceptable methods to correct brake rotor runout were to index or replace the rotor or to refinish the rotor using an on-vehicle brake lathe. GM has approved a new technology for the correction of lateral runout on new or refinished rotors. This new method is called Brake align(R)*. It will allow the technician to meet the .050 mm (.002 in) or less requirement for lateral runout by installing a specially selected, tapered correction plate between the rotor and the hub. The Brake Align(R) Correction system does NOT require the use of an on-vehicle brake lathe to correct for lateral runout. *We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. The Brake Align(R) Starter Kit will include an ample supply of Correction Plates, in various correction sizes, that will cover most current GM passenger car applications. It will also include a Brake Align(R) tool kit containing a dial indicator and retaining washers along with other useful tools. Service Procedure Follow all the procedures referred to in Corporate Bulletin Number 00-05-22-002B. Dealers who have purchased the Brake Align(R) Starter Kit may use the following simplified runout correction procedure: The existing rotors must first be machined on an approved, well-maintained bench lathe to guarantee smooth, flat, and parallel surfaces. Should the rotors require replacement, please note that it is not necessary to machine new rotors. Make sure all the mating surfaces of the rotor and the hub are clean, using the J 42450-A wheel Hub Cleaning Kit. Mount the new or refinished rotor onto the vehicle hub using the retaining washers provided in the kit. Do not reinstall the caliper or wheel at this time. Tighten all the wheel nuts to the proper specification, using J 39544 Torque Socket or the equivalent. Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor friction surface approximately 12.7 mm (1/2 in) from the rotors outer edge. Rotate the rotor and observe the total lateral runout. Index the rotor on the hub to achieve the lowest amount of lateral runout. This will require removal and reassembly of the rotor until the lowest total lateral runout reading is obtained. If this reading is .050 mm (.002 in) or less, the assembled rotor is within specification. The brake system may be reassembled. If total lateral runout is greater than .050 mm (.002 in), proceed with determining the correct Brake Align(R) Correction as follows: Rotate the rotor to locate the lowest dial indicator reading and set the dial to zero. Rotate the rotor to determine and locate the highest amount of lateral runout. Body - Water Leaks to Interior/Trunk Sunroof / Moonroof Weatherstrip: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 4972 Conversion - English/Metric Page 4363 5. Place the transmission control shifter assembly in the N (Neutral) notch in the detent plate. 6. Loosen the park/neutral position switch attaching bolts. 7. Rotate the switch on the shifter assembly in order to align the service adjustment hole with the carrier tang hole. 8. Insert a 2.34 mm (3/32 inch) maximum diameter gauge pin to a depth of 9.0 mm (9/64 inch). - Tighten the bolts to 24 Nm (18 ft. lbs.). Page 99 Page 9903 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4944 Electrical Symbols Part 1 Page 4464 2. Position the EVAP purge pipe in the body clips. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the fuel pipe bundle mounting bolts into the body clips. Tighten Tighten the bolts to 6 N.m (53 lb in). 4. Install the exhaust heat shield. Tighten ^ Tighten the exhaust shield bolt to 2 N.m (18 lb in). ^ Tighten the exhaust shield nuts to 1 N.m (9 lb in). 5. Remove the caps from the EVAP purge pipe, EVAP canister. 6. Connect the EVAP purge pipe to the EVAP canister. Page 3396 Steps 14-19 Page 9336 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 7171 Alignment: Service and Repair Front Wheel Alignment Front Camber Adjustment 1. Reach around the tire, using the appropriate extension and socket. 2. Loosen both strut to knuckle nuts just enough to allow for movement. 3. If the strut has not been modified previously, perform the following steps before continuing with the wheel alignment: 3.1. Disconnect the strut from the knuckle. 3.2. File the lower hole until the outer flange slot matches the inner flange slot. 3.3. Connect the strut to the knuckle. 4. Adjust the camber to specification by moving the top of the wheel in or out. Refer to Wheel Alignment Specifications. Page 10853 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 9688 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 4550 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Brakes - Front Disc Brake Pulsation Brake Rotor/Disc: All Technical Service Bulletins Brakes - Front Disc Brake Pulsation File In Section: 05 - Brakes Bulletin No.: 00-05-23-002B Date: March, 2003 TECHNICAL Subject: Front Disc Brake Pulsation (New Rotor Run-Out Specification and Correction Method) Models: 1997-2003 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is being revised to add model years and update the correction information. Please discard Corporate Bulletin Number 00-05-23-002A (Section 5 - Brakes). Condition Some customers may comment on a pulsation condition felt in the brake pedal and/or steering wheel during a brake apply. In some cases, it may be noted that the pulsation condition has reoccurred in 5,000-11,000 km (3,000-7,000 mi) after having had the brakes serviced, tires rotated or any type of servicing that required wheel removal. Cause Pulsation is the result of brake rotor thickness variation causing the brake caliper piston to move in and out of the brake caliper housing. This hydraulic "pumping/pulsing" effect is transmitted through the brake system and may be felt in the brake pedal. In severe cases, this condition may also transmit through the vehicle structure and other chassis system components such as the steering column or wheel. The major contributor to rotor thickness variation is excessive lateral run-out of the rotor, causing the brake pads to wear the rotor unevenly over time. Correction Important: All vehicles built since March 2000 have been built with the updated brake pad. Unless the brake pads are worn past the given specifications, the brake pads should be not replaced. FOR 2000 AND PRIOR MODEL YEAR VEHICLES ONLY: Confirm that the brake pads have the number 1417 printed on the edge of the pad backing plate (refer to the illustration - glass cleaner can be used to Description and Operation Malfunction Lamp / Indicator: Description and Operation AIR BAG INDICATOR The AIR BAG indicator, located in the IPC is used to notify the driver of SIR system malfunctions and to verify that the SDM is communicating with the IPC. When the ignition is turned ON, the SDM is supplied with ignition 1 voltage and the IPC flashes the AIR BAG indicator seven times. While flashing the indicator, the SDM conducts tests on all SIR system components and circuits. If no malfunctions are detected the SDM will communicate with the IPC through the class 2 serial data circuit and command the AIR BAG indicator OFF. The SDM provides continuous monitoring of the air bag circuits by conducting a sequence of checks. If a malfunction is detected the SDM will store a DTC and command the AIR BAG indicator ON. The presence of a SIR system malfunction could result in non-deployment of the air bags. The AIR BAG indicator will remain ON until the malfunction has been repaired. Page 6213 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the Pressure Control Solenoid (PCS) retainer clip (304), the PCS with two O-rings and screen (312, 309, 310), the torque signal regulator valve (309), and the torque signal regulator spring (308). Installation Procedure 1. Install the torque signal regulator spring (308), the torque signal regulator valve (309), the Pressure Control Solenoid (PCS) with two O-rings and screen (312, 309, 310) and the PCS retainer clip (304) 2. Install the transmission side cover. A/T Control - DTC P0756 Diagnostic Tips Channel Plate: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Page 2335 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 879 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 5042 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 4003 19. Identify what type of programming that you are performing. ^ Normal - This type of programming is for updating an existing calibration or programming a new controller. ^ Vehicle Configuration Index (VCI) - This selection is used if the vehicle VIN is unavailable or not recognized by the Techline terminal Observe, you will need to contact the Techline Customer Support center to use this option. ^ Reconfigure - This is to reconfigure a vehicle, such as tire size and axle ratio changes. 20. Select the appropriate calibration file. 21. Ensure all connections are secure. 22. Select Reprog to initiate the download of the new calibration to the Tech 2. 23. After the download is complete, turn OFF the Tech 2. 24. Disconnect the Tech 2 from the Techline terminal. 25. Install the Tech 2 to the data link connector (DLC). 26. Turn ON the Tech 2. 27. Turn ON the ignition, with the engine OFF. 28. Select Service Programming. IMPORTANT: DO NOT turn OFF the ignition if the programming procedure is interrupted or unsuccessful. Ensure that all the PCM and DLC connections are secure and the Techline operating software is up to date. Attempt to reprogram the control module. If the control module cannot be programmed, replace the control module. 29. Select Program. 30. After the download is complete EXIT Service Programming. 31. Turn OFF the ignition for 30 seconds. 32. Turn OFF the Tech 2. 33. If a control module is replaced the following service procedures must be performed: ^ CKP System Variation Learn Procedure. ^ Inspection/Maintenance (I/M) Complete System Set Procedure ^ Programming Theft Deterrent System Components ^ GM Oil Life System - Resetting Programming Verification 1. With a scan tool, clear the DTCs. 2. Attempt to start the engine. 3. Repeat the Service Programming procedure if the engine does not start or operates poorly. Perform the following procedures before programming the PCM: ^ Ensure the control module and DLC connections are OK. ^ Ensure the Techline operating software is up to date. ^ Ensure the calibration part number is correct for the vehicle. 4. Attempt to program the control module. If the control module still cannot be programmed properly, replace the control module. Off-Board Programming 1. Obtain the VIN of the vehicle for which the control module is being programmed. 2. With the Techline(R) terminal, select Service Programming. 3. Select Tech 2(R), Reprogram ECU, and Off-Board Programming Adapter as the ECU location. 4. Connect the control module, Off-Board Programming Adapter, and the Tech 2(R) as described on the Techline(R)(TM) terminal. Ensure you use the correct harness connector from the Off-Board Programming Adapter kit. 5. With the Tech 2(R), select Service Programming Request Information function. The Tech 2(R) communicates with the control module and receives the access code. 6. With the Tech 2(R)(TM), exit the Service Programming Request Information. 7. Disconnect the Tech 2(R) from the Off-Board Programming Adapter. 8. Connect the Tech 2(R) to the Techline(R) terminal. 9. Turn ON the Tech 2(R). 10. With the Techline(R) terminal, enter the VIN of the vehicle that will be receiving the control module. 11. The Techline(R) terminal will display the message, attaching to database. 12. Identify what type of programming that you are performing. 13. Select the appropriate calibration file. 14. Ensure all connections are secure. 15. The Techline(R) terminal displays a summary screen that summarizes your selections. After confirming you choices, the Techline(R) terminal automatically loads the calibration files to the Tech 2(TM). 16. After the download is complete, turn OFF the Tech 2(R). 17. Disconnect the Tech 2(R) from the Techline(R) terminal. 18. Connect the Tech 2(R) to the Off-Board Programming Adapter. 19. With the Tech 2(R), select Service Programming. IMPORTANT: DO NOT turn OFF the Off-Board Programming Adapter if the programming procedure is interrupted or unsuccessful. Ensure the control module and the Off-Board Programming Adapter connections are secure and the Techline(R) operating software is up to date. Attempt to reprogram the control module. If the control module cannot be programmed, replace the control module. Page 7685 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Body - Creak/Groan When Opening/Closing Doors Rear Door Hinge: Customer Interest Body - Creak/Groan When Opening/Closing Doors File In Section: 08 - Body and Accessories Bulletin No.: 01-08-64-020C Date: October, 2004 TECHNICAL Subject: Creak Noise When Opening or Closing Doors (Apply Lubricant to Check Link) Models: 2001-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 2001-2004 Oldsmobile Alero 2001-2005 Pontiac Grand Am This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 01-08-64-020B (Section 08 - Body and Accessories). Condition Some customers may comment on a creak or squeak noise when opening or closing one or more doors. Cause This condition may be caused by the door check link spring saddle. Correction Important: To prevent overspray from landing on the door glass, make sure all windows are rolled up before applying the lubricant to the check link. Slide the check link grommet back and spray GM Lubriplate(R) Lubricant, P/N 89021668 (in Canada, use P/N 89021674), or equivalent, on the check link saddle using a "straw" type nozzle extension. The nozzle extension should be inserted slightly into the opening above the check link arm and sprayed toward the outside of the door. If the nozzle is inserted too far into the door, it will go past the check link spring saddle and the lubricant will miss its target. Move the nozzle back and forth while spraying to distribute the lubricant. Open and shut the door until the noise is gone. Reinstall the check link grommet in the door. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 1548 Power Steering Line/Hose: Service and Repair Return Power Steering Return Hose Replacement Removal Procedure 1. Remove the drive belt from the power steering pump pulley. 2. Remove the power steering hose retainer nut (1) and the retainer (2). 3. Remove the power steering return hose (3) from the power steering pump (1). 4. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 5. Remove the power steering return hose (3) from the retainer (6). 6. Remove the power steering return hose (3) from the power steering gear (5). 7. Remove the power steering return hose (3) from the vehicle. Installation Procedure Page 2742 Body Control Module: Removal and Replacement REMOVAL PROCEDURE 1. Make sure the ignition switch is in the off position. 2. Remove the right sound insulator. 3. Remove the Body Control Module (BCM) (2). 4. Disconnect the BCM connectors from the BCM. INSTALLATION PROCEDURE 1. Connect the BCM connectors to the BCM. 2. Install the BCM module (2). 3. Install the right sound insulator. 4. Program the BCM. Refer to Body Control Module (BCM) Programming/RPO Configuration. See: Testing and Inspection/Programming and Relearning Page 885 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 748 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 6285 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 6833 7. Connect the negative battery cable. Page 10535 Parts Information Customer Notification General Motors will notify customers of this special policy on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Page 305 Equivalents - Decimal And Metric Part 1 Page 7418 2. Mount the J 34013-B into the J 3289-20. 3. Install the strut assembly into the J 34013-B using the J 34013-88. 4. Compress the coil spring. 5. Remove the dust cap (1). 6. Remove the strut rod piston nut (2). 7. Release the compressed spring (10). 8. Remove the strut assembly from the J 34013-B 9. Remove the following components from the strut: 9.1. The strut mount (3) 9.2. The dust seal (4) 9.3. The spring seat (5) 9.4. The upper insulator (6) 9.5. The coil spring (10) 9.6. The spring bumper (7) 9.7. The lower insulator (9) Installation Procedure Notice: Care should be taken to avoid chipping or cracking the spring coating when handling the front suspension coil spring. Failure to observe this notice may result in spring breakage. Important: Make sure that the spring seat "flat spot" faces outboard toward the strut mounting bracket, while the strut mount "flat spot" faces inboard away from the strut mounting bracket, when assembling the unit. 1. Install the following components to the strut: 1.1. The lower insulator (9) 1.2. The spring bumper (7) 1.3. The coil spring (10) 1.4. The upper insulator (6) Page 3530 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 4389 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 647 Equivalents - Decimal And Metric Part 1 Page 10103 Electrical Symbols Part 1 Steering - Steering Gear Stub Shaft Bearing Kit Steering Gear: Technical Service Bulletins Steering - Steering Gear Stub Shaft Bearing Kit INFORMATION Bulletin No.: 04-02-32-001F Date: December 02, 2009 Subject: Release of Steering Gear Stub Shaft Bearing Kit for Service Models: 2002-2005 Buick Century, LeSabre, Park Avenue, Regal 2002-2007 Buick Rendezvous 2004-2007 Buick Rainier 2005-2007 Buick Buick Allure (Canada), LaCrosse, Terraza 2002-2005 Chevrolet Cavalier, Impala, Malibu Classic, Venture 2002-2007 Chevrolet Monte Carlo 2002-2009 Chevrolet TrailBlazer 2003-2010 Chevrolet Express 2004-2007 Chevrolet Silverado (2WD) (Classic) 1500 Series 2005-2009 Chevrolet Uplander 2002-2009 GMC Envoy Models 2003-2007 GMC Sierra (2WD) (Classic) 1500 Series 2003-2010 GMC Savana 2002-2003 Oldsmobile Bravada 2002-2004 Oldsmobile Alero, Silhouette 2002-2004 Pontiac Aztek 2002-2005 Pontiac Bonneville, Grand Am, Montana, Sunfire 2002-2008 Pontiac Grand Prix (Excluding GTP Models) 2005-2009 Pontiac Montana SV6 2005-2007 Saturn RELAY 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the information. Please discard Corporate Bulletin Number 04-02-32-001E (Section 02 - Steering). GMSPO has released a steering gear stub shaft bearing kit, P/N 26032824, for service on the above-mentioned vehicles. For detailed usage, refer to Group Number 06 (Front Suspension-Steering) of the GM Parts Catalog. Previously, to correct a pinion seal leak or squeak, the steering gear assembly had to be replaced because the pinion stub shaft bearing, seal and seal retainer were not serviceable. Technicians may now order the kit instead of replacing the steering gear assembly. Disclaimer Page 4121 Conversion - English/Metric Page 3435 6. Remove the spark plug wires from the ignition coils. 7. Remove the spark plug wires from the engine. 8. If you are replacing the spark plug wires, transfer any of the following components: ^ Spark plug wire conduit ^ Spark plug wire retaining clips INSTALLATION PROCEDURE 1. Install the spark plug wires to the engine. 2. Install the spark plug wires to the ignition coils. Page 2758 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 5985 Valve Body Spring and Bore Plug Chart (Inch) Page 4987 Camshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 4885 Electrical Symbols Part 1 Page 9603 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 10354 Marker Lamp Bulb: Service and Repair Tail LP Assembly &/or Backup, Sidemarker, Stop, Turn Signal Bulb Replacement REMOVAL PROCEDURE 1. Open the rear compartment. 2. Remove the cargo net from the retainers. 3. Remove the cargo net retainers. 4. Pull back the rear compartment trim to access the tail lamp nuts. 5. Remove the tail lamp nuts. 6. Disconnect the tail lamp electrical connector from the tail lamp. Page 1745 1. The tire must be in the relaxed position when the repair unit is installed (Do not spread the beads excessively). Two-Piece Plug and Repair Units 1. If applicable, install the repair unit so that the alignment is correct. 2. Center the repair unit over the injury and stitch down thoroughly with the stitching tool, working from the center out. 3. Being careful not to stretch the plug material, cut the plug flush with the outer tread. Combination Repair/Plug Units 1. Pull the plug through the injury until the repair just reaches the liner. Stitch down thoroughly. 2. Follow the repair material manufacturer's recommendations for further installation instructions. 2. Consult your repair material supplier for the proper stitching tool. Safety Cage Page 8520 For vehicles repaired under warranty, use the table. Disclaimer Page 4260 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 7362 2. Install the rear suspension support insulator into the rectangular stabilizer clamp hole. 3. Lower the vehicle. 4. Install the stabilizer shaft to the vehicle. Page 630 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 5217 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 4087 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Turn OFF the ignition. 2. Drain the coolant below the level of the ECT sensor. Refer to Draining and Filling Cooling System in Cooling System. 3. Disconnect the sensor electrical connector. 4. Carefully remove the ECT sensor. INSTALLATION PROCEDURE NOTE: ^ Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. ^ Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Coat the threads with sealer GM P/N 9985253 or equivalent. NOTE: Refer to Fastener Notice in Service Precautions. 2. Carefully install the ECT sensor. Tighten Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector to the sensor. Page 3562 Electrical Symbols Part 2 Page 1068 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 10236 Parts Information Customer Notification General Motors will notify customers of this special policy on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Page 5246 Spark Plug: Specifications Spark Plug Torque 11 lb ft 15 Nm Page 3933 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 1887 Wheel Fastener: Service and Repair Rear Wheel Stud Replacement ^ Tools Required J 43631 Ball Joint Separator Removal Procedure 1. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 2. Remove the wheel and tire assembly. Notice: Do not hammer on brake drum as damage to the bearing or deformation of the drum could result. 3. Remove the brake drum. 4. Remove the wheel stud (2) using the J 43631. 5. Dispose of the stud (2). Installation Procedure 1. Install a new stud. Insert the stud from the back side of the hub. 2. Install 4 flat washers (1) on the stud. 3. Install the wheel nut (2) with the flat side toward the washers (1). 4. Tighten the nut (2) until the stud head is properly seated in the hub flange. 5. Remove the nut (2) and washers (1). 6. Install the brake drum. 7. Install the wheel and tire assembly. Page 6325 2. Install the 2 bolts (1) attaching the BPMV bracket (2) to the frame. ^ Tighten the bolts to 25 Nm (18 ft. lbs.). 3. Install the EBCM/BPMV assembly (3) to the vehicle. 4. Install the BPMV retaining nut (2). ^ Tighten the retaining nut to 10 Nm (7 ft. lbs.). 5. Connect the EBCM harness connector (2) to the EBCM (1). Page 7591 Wheels: Service and Repair Tire and Wheel Removal and Installation Tire and Wheel Removal and Installation ^ Tools Required J 39544-KIT Complete Torque Socket Set Caution: If penetrating oil gets on the vertical surfaces between the wheel and the rotor or drum it could cause the wheel to work loose as the vehicle is driven, resulting in loss of control and an injury accident. Notice: Never use heat to loosen a tight wheel. It can shorten the life of the wheel, studs, or hub and bearing assemblies. Wheel nuts must be tightened in sequence and to the specified torque to avoid bending the wheel or rotor. Notice: Improperly tightened wheel nuts can lead to brake pulsation and rotor damage. In order to avoid expensive brake repairs, evenly tighten the wheel nuts to the proper torque specification. Important: Removing wheels can be difficult because of foreign material or a tight fit between the wheel and the hub / rotor. Slightly tap the tire sidewall with a rubber mallet in order to remove the wheel. Failure to follow these instructions may result in damage to the wheel. 1. Tighten all wheel nuts on the affected wheel. 2. Loosen each wheel nut two turns. 3. Rock the vehicle from side to side in order to loosen the wheel. If this does not loosen the wheel, rock the vehicle front to back applying quick hard jabs to the brake pedal to loosen the wheel. 4. Repeat this procedure if the wheel does not break free. Removal Procedure 1. Raise the vehicle. Support the vehicle with suitable safety stands. Refer to Vehicle Lifting. 2. Remove the wheel nuts from the tire and wheel assembly. 3. Mark the location of the tire and wheel assembly to the hub assembly. 4. Remove the tire and wheel assembly from the vehicle. 5. Clean the wheel nuts, studs and the wheel and rotor mounting surfaces. Installation Procedure Page 4025 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Locations Locations View Page 928 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 2178 12. If replacing the lower intake manifold remove the ECT sensor. 13. If replacing the lower intake manifold, remove the water outlet bolts. 14. Remove the water outlet. 15. If replacing the lower intake manifold remove the thermostat. Installation Procedure Page 6383 Brake Caliper: Service and Repair Disc Brake Hardware Replacement Disc Brake Hardware Replacement Removal Procedure 1. Remove the disc brake caliper bolts (1). 2. Using a C-clamp installed to the center of the outer disc brake pad and the back of the caliper, slowly compress the caliper piston into its bore just enough to remove the caliper from the mounting bracket. 3. Remove the disc brake caliper (2) from the mounting bracket. 4. Remove the disc brake pads (5) from the disc brake caliper bracket. 5. Remove the disc brake pad retainers (4) from the disc brake caliper bracket. 6. Remove the caliper pins (5) from the disc brake caliper mounting bracket (3). 7. Remove the caliper pin boots (4) from the disc brake caliper mounting bracket. 8. Lightly wire brush all brake pad contact areas in order to remove any corrosion. Installation Procedure Page 9924 Equivalents - Decimal And Metric Part 2 Arrows and Symbols OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Cellular Phone: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Testing and Inspection Oil Pressure Warning Lamp/Indicator: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Testing and Inspection. Page 10926 Window Switch - Front Passenger Page 9990 Tachometer: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Diagrams. Page 3015 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3485 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 303 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 7859 10. Remove the nut holding the compressor hose assembly to the accumulator. 11. Remove the compressor hose assembly from the accumulator. 12. Remove and discard the seal washer. 13. Remove the block fitting bolt from the compressor. 14. Remove the compressor hose assembly from the compressor. 15. Remove and discard the seal washers. INSTALLATION PROCEDURE Page 2271 There may be voids in the trunk to fender seam sealer on the right or left side of the vehicle. Refer to the bold lines in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seam. Repair the area as necessary using seam sealer. Condition 14 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet in the trunk. Cause The pressure relief valve may be damaged, mispositioned or the rubber flap may be folded over on the right or left side of the vehicle. Refer to the illustration above. Correction Repair or replace the valve as necessary. If it is necessary to replace the valve, remove and dispose of the original pan. Clean the metal surface with one of the cleaners listed below. Install the new part, properly centering the part to the hole and depress the part firmly to the metal for proper adhesion. Condition 15 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 10537 2. Remove the AIR BAG fuse from the panel. 3. Remove the three screws attaching the lower steering column cover to the steering column. 4. Remove the upper steering column cover. 5. Remove the two screws that attach the IP cluster bezel to the IP. 6. Using a small flat-blade screwdriver, gently pry out and remove the IP cluster trim plate from the IP. 7. Disconnect the electrical connectors from the other switches in the trim plate. 8. Disconnect the electrical connector from the hazard warning switch. 9. Using a small flat-blade screwdriver, carefully push in on the tabs to release the hazard warning switch from the IP cluster trim plate. 10. Remove the hazard warning switch by pushing in an outward motion on the switch while holding onto the IP cluster trim plate. 11. Install the new hazard warning switch by pushing in an inward motion on the switch while holding onto the IP cluster trim plate. Push inward on the switch until it is fully seated into the IP cluster trim plate. Campaign - T/S/Hazard Switch Warranty Extension Technical Service Bulletin # 04098A Date: 060111 Campaign - T/S/Hazard Switch Warranty Extension Bulletin No.: 04098A Date: January 11, 2006 SPECIAL POLICY Subject: 04098 - Special Policy Adjustment - Turn Signal/Hazard Warning Flashers Models: 1999-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am Supercede: This bulletin is being revised to include 2001-2002 Chevrolet Malibu, Oldsmobile Alero, and Pontiac Grand Am vehicles. Due to part availability, it is anticipated that customers will not be notified until late April 2006. In the meantime, should a customer bring in a 2001-2002 Chevrolet Malibu, Oldsmobile Alero, or Pontiac Grand Am vehicle because the turn signal/hazard warning flashers are inoperative, repair the vehicle as described in this bulletin and submit the claim using the labor code found in this bulletin. Please discard all copies of bulletin 04098 issued December 2004. Condition Some customers of 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass may have turn signal/hazard flashers that become inoperative. Special Policy Adjustment This special policy covers the condition described above for a period of 10 years or 150,000 miles (240,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For 1999-2000 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after December 23, 2004 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to December 23, 2004 must be submitted to the Service Contract provider. For 2001-2002 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after January 11, 2006 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to January 11, 2006 must be submiffed to the Service Contract provider. Vehicles Involved Page 8659 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2876 Mass Air Flow (MAF) Sensor Page 4954 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 5045 Equivalents - Decimal And Metric Part 1 LH IP Fuse Block LH IP Fuse Block Page 6982 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Diagrams Page 6755 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 2710 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 4299 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Page 7277 2. Apply grease to the inner rod (2) and apply grease to the gear assembly (1) prior to the boot (3) installation. 3. Install the boot (3) onto the inner tie rod assembly. Important: The rack and pinion boot must not be twisted or out of shape in any way. An improperly shaped boot must be shaped by hand before installing the boot clamp. 4. Install the boot (3) onto the gear assembly (1) until the boot is seated in the gear assembly groove. 5. Install the boot clamp on the boot (1) using the J 22610 (2). 6. Crimp the boot clamp (2). 7. Install the tie rod end clamp on the boot using pliers. 8. Install the jam nut to the inner tie rod assembly. 9. Install the outer tie rod to the steering knuckle. 10. Adjust the front toe. Page 10800 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 5944 Page 5837 1. Install the upper clip of the AT shift lock control onto the upper pivot point, and the lower clip onto the lower pivot point. 2. Install the center console. 3. Install the electrical connector to the AT shift lock control. 4. Connect the negative battery cable. Page 10670 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 7330 11. Remove the trailing arm (5) from the knuckle (1). 12. Remove the rear strut nuts (3). 13. Remove the rear strut to knuckle bolts (5). 14. Remove the knuckle (4). Installation Procedure 1. Install the knuckle (4). 2. Install the rear strut to knuckle bolts (5) and nuts (3). Hand tighten the nuts (3). Notice: Refer to Fastener Notice in Service Precautions. 3. Connect the lateral links to the knuckle and snug nut (5). ^ Tighten lateral links to knuckle nut to 120 Nm (89 ft. lbs.). OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Navigation System: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Page 4754 7. Disconnect the engine fuel feed pipe from the fuel rail. Discard the O-ring. INSTALLATION PROCEDURE 1. Lubricate the new O-ring with clean engine oil, then connect the O-ring and the engine fuel return pipe to the fuel pressure regulator. NOTE: Refer to Fastener Notice in Service Precautions. 2. Lubricate the new O-ring with clean engine oil, then connect the O-ring and the engine fuel feed pipe to the fuel rail. Page 3633 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 9961 Electrical Symbols Part 1 Page 5691 Page 8656 Body Control Module: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 5791 3. Install the axle shaft retaining clip onto the output axle. 4. Install the drive axle assembly. 5. Lower the vehicle. 6. Inspect the shaft sleeve for leaks. 7. Inspect the transmission oil level. Page 5126 Electrical Symbols Part 1 Page 1124 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 4096 Electrical Symbols Part 4 Diagrams TCC Brake Switch Page 9612 Audible Warning Device: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Diagrams. Service and Repair Rear Bumper Shock Absorber: Service and Repair Energy Absorber Replacement - Rear Removal Procedure 1. Remove the rear bumper fascia. 2. Remove the push-in retainers (3) from the rear energy absorber (2). 3. Remove the rear energy absorber (2) from the impact bar (1). Installation Procedure 1. Position the rear energy absorber (2) to the impact bar (1). 2. Install the push-in retainers (3) to the rear energy absorber (2). 3. Install the rear bumper fascia. Page 1934 Lifter / Lash Adjuster: Service and Repair Valve Lifter Replacement Removal Procedure 1. Remove the lower intake manifold. 2. Remove the rocker arms and pushrods. Important: Keep the valve lifters in order. You must install the lifters in the original position. 3. Remove the valve lifter guide bolts. 4. Remove the valve lifter guide. 5. Remove the valve lifter. Installation Procedure 1. Install the lifters into their original positions. Coat the valve lifter with GM P/N 1052365 or the equivalent. 2. Install the valve lifter guide. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the valve lifter guide bolts. Tighten the valve lifter guide bolts to 10 Nm (89 inch lbs.). 4. Install the rocker arms and pushrods. 5. Install the lower intake manifold. Page 1447 Diagnostic Aids A loose or improper installation of a body component, a suspension component, or other items of the vehicle may cause the squeal noise. If the noise is intermittent, verify the accessory drive components by varying their loads making sure they are operated to their maximum capacity. An overcharged A/C system, power steering system with a pinched hose or wrong fluid, or a generator failing are suggested items to inspect. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. The noise may not be engine related. This step is to verify that the engine is making the noise. If the engine is not making the noise do not proceed further with this table 3. The noise may be an internal engine noise. Removing the drive belt and operating the engine for a brief period will verify the squeal noise is the drive belt(s) or an accessory drive component. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. This test is to verify that an accessory drive component does not have a seized bearing. With the belt remove test the bearings in the accessory drive components for turning smoothly. Also test the accessory drive components with the engine operating by varying the load on the components to verify that the components operate properly. 5. This test is to verify that the drive belt tensioner operates properly. If the drive belt tensioner is not operating properly, proper belt tension may not be achieved to keep the drive belt from slipping which could cause a squeal noise. 6. This test is to verify that the drive belt(s) is not too long, which would prevent the drive belt tensioner from working properly. Also if an incorrect length drive belt was installed, it may not be routed properly and may be turning an accessory drive component in the wrong direction. 7. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misalign pulley using a straight edge in the pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation procedure for that pulley. 8. This test is to verify that the pulleys are the correct diameter or width. Using a known good vehicle compare the pulley sizes. Drive Belt Vibration Page 10056 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 4238 Engine Oil Level Switch Page 1042 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 1407 Ignition Cable: Service and Repair Spark Plug Wire Replacement REMOVAL PROCEDURE 1. Turn OFF the ignition. NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug boot only. Do not pull on the spark plug wire or the wire could be damaged. 2. Remove the spark plug wires 2, 4, and 6 from the engine left side spark plugs. 3. Remove the spark plug wires from the retaining clips. 4. Remove the spark plug wires 1, 3, and 5 from the engine right side spark plugs. 5. Remove the spark plug wires from the retaining clip. Page 4875 Conversion - English/Metric Page 8096 Disclaimer Body - Creak/Groan When Opening/Closing Doors Front Door Hinge: Customer Interest Body - Creak/Groan When Opening/Closing Doors File In Section: 08 - Body and Accessories Bulletin No.: 01-08-64-020C Date: October, 2004 TECHNICAL Subject: Creak Noise When Opening or Closing Doors (Apply Lubricant to Check Link) Models: 2001-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 2001-2004 Oldsmobile Alero 2001-2005 Pontiac Grand Am This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 01-08-64-020B (Section 08 - Body and Accessories). Condition Some customers may comment on a creak or squeak noise when opening or closing one or more doors. Cause This condition may be caused by the door check link spring saddle. Correction Important: To prevent overspray from landing on the door glass, make sure all windows are rolled up before applying the lubricant to the check link. Slide the check link grommet back and spray GM Lubriplate(R) Lubricant, P/N 89021668 (in Canada, use P/N 89021674), or equivalent, on the check link saddle using a "straw" type nozzle extension. The nozzle extension should be inserted slightly into the opening above the check link arm and sprayed toward the outside of the door. If the nozzle is inserted too far into the door, it will go past the check link spring saddle and the lubricant will miss its target. Move the nozzle back and forth while spraying to distribute the lubricant. Open and shut the door until the noise is gone. Reinstall the check link grommet in the door. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 2059 Notice: Refer to Fastener Notice in Service Precautions. 2. Install the engine mount to body nuts. Tighten the engine mount to body nuts to 66 Nm (49 ft. lbs.). 3. Install the engine mount to engine mount bracket bolts. Tighten the engine mount to engine mount bracket bolts to 130 Nm (96 ft. lbs.). 4. Install the cruise control module to bracket. 5. Remove the floor jack. Page 3572 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 10412 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 3709 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1151 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 5141 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 1591 Steps 2-8 Page 3042 Manifold Pressure/Vacuum Sensor: Testing and Inspection Additional Information For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 9647 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 864 Electrical Symbols Part 4 Page 7973 1. Install the SDM (5) to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the SDM mounting fasteners (1). Tighten Tighten the fasteners to 5.0 N.m (44 lb in). 3. Install the SDM harness connector (3) to the SDM (5). 4. Install the Connector Position Assurance (CPA) (2) to the SDM harness connector. 5. Position the carpet in order to cover the inflatable restraint Sensing and Diagnostic Module (SDM). 6. Install the passenger front carpet retainer. 7. Install the front passenger seat. 8. Enable the SIR system. Refer to Air Bag(s) Arming and Disarming. 9. If you replaced the SDM perform the following procedure in order to update the BCM with the new SDM part number: IMPORTANT: The AIR BAG indicator may remain ON after the SDM is replaced. After programming the SDM part number into the BCM cycle the ignition switch OFF and ON. This turns OFF the AIR BAG indicator and clears the DTC. 9.1. Install a scan tool. 9.2. Select the Special Functions option from the SIR Menu and press enter. 9.3. Select the Setup SDM Part Number in BCM option and press enter. 9.4. Follow the procedure on the scan tool display. 9.5. Cycle the ignition switch OFF and ON. Page 3256 Equivalents - Decimal And Metric Part 1 Page 9848 Left Hand Side Of Engine Page 5120 Ignition Control Module: Service and Repair REMOVAL PROCEDURE 1. Disconnect all the electrical connectors at the ignition control module. 2. Note position of spark plug wires for installation and disconnect the spark plug wires from ignition coils. 3. Remove the screws securing coil assemblies to ignition control module. 4. Remove the coils from ignition control module. 5. Remove the ignition control module from the bracket. INSTALLATION PROCEDURE 1. Install the ignition control module on the bracket. 2. Install the coils to ignition control module. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the screws. Tighten Tighten the screws to 4.5 N.m (40 lb in). 4. Connect the spark plug wires as noted during removal. 5. Connect the electrical connectors to the ignition control module. Page 2875 Conversion - English/Metric Page 1346 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Page 352 1. Install the power mirror switch to the accessory switch plate, if required. Press the mirror switch into the switch plate until retaining tabs are fully seated. 2. Install the power window switch to the accessory switch plate, if required. Press the window switch into the switch plate until retaining tabs are fully seated. 3. Connect the electrical connectors (1, 2) to the switches. 4. Install the power accessory switch plate to the door trim panel. Press the switch plate into the door trim panel until retainers (1) are fully seated. Page 5341 1. Place the shift shaft in the N (Neutral) position. 2. Align the flats of the shift shaft to the flats in the park/neutral switch. Notice: Refer to Fastener Notice in Service Precaution. 3. Install the park/neutral position switch mounting bolts. - Tighten - Tighten the bolts to 24 Nm (18 ft. lbs.). 4. Connect the switch electrical connector. Important: Ensure that the engine will only start in P (Park) or N (Neutral). Readjust the switch if the engine will start in any other position. Page 3292 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 9568 1. Install the module assembly to the mounting bracket. 2. Connect the electrical connector to the module. 3. Connect the cruise control cable to the module ribbon. 4. Install the cruise control cable to the module assembly by turning the cable assembly 1/4 turn clockwise. Page 2892 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 4182 Locations View Page 1041 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 4786 1. Install the fuel level sensor (1) by sliding the fuel level sensor down the slots on the lower housing. 2. Slide the upper reservoir into the lower reservoir (2) making sure the tabs lock. 3. Connect the 2 wires into the connector and lock the connector with the retaining clip. 4. Connect the fuel pump and fuel level sensor electrical connector and lock the connector with the retaining clip. 5. Install the fuel sender assembly. Page 1184 Electrical Symbols Part 1 Page 8061 7. Install the seat belt anchor bolt. Tighten Tighten the bolt to 42 N.m (31 lb ft). 8. Install the shoulder belt guide cover. 9. Inspect the seat belt assembly for proper operation. 10. Install the trim panel to the lower center pillar. Page 1313 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 3707 Electrical Symbols Part 4 Page 2422 Fuel Pressure Release: Service and Repair Fuel System Pressure Relief TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gauge Fitting CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery terminal. IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt. 2. Install the J 34730-262 adaptor to the fuel pressure connection. 3. Connect the J 34730-1 A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. Page 9394 1. Remove the rear folding seat back. 2. Remove the seat back center pivot bolts. 3. Remove the seat back center pivot from the floor. Installation Procedure 1. Position the seat back center pivot to the rear floor. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the seat back center pivot bolts. Tighten the bolts to 10 N.m (89 lb in). 3. Install the rear folding seat back. Seat Back Cover and Pad - Rear Split Folding Seat Back Cover and Pad - Rear Split Folding Removal Procedure 1. Remove the split/folding rear seat back. 2. Remove the pivot bolt and bushing from the split/folding rear seat back. Page 7148 Disclaimer Page 5037 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 725 Mass Air Flow (MAF) Sensor Diagrams Accessory Power Outlet Page 3204 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 9875 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 6520 Wheel Cylinder: Specifications Wheel Cylinder Bore Diameter ............................................................................................................ ................................................... 22.20 mm (0.87 in) Page 9691 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. A/T - Pressure Control Solenoid Replacement Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid Replacement File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-048 Date: November, 2002 INFORMATION Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E Transaxle/Transmission Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes MN4, MN5, M13, M15, MN3, MN7 or M76 The pressure control solenoid in the above transaxles has changed for the 2003 models. Important: While the physical dimensions will allow usage of the new solenoid in past model transaxles or usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging of the pressure control solenoids will result in improper shift characteristics, customer dissatisfaction, and needed repeat repairs. When replacing a pressure control solenoid, be sure to use the correct part number. Page 5533 2. Once the valve is removed, inspect for any scratching or scoring. 3. If any scratching or scoring is found, then the fingernail test will need to be performed. Important: It has been found that in most cases that the scratches are not severe enough to catch your fingernail. 4. Using your fingernail, move over any scratches to see if your nail will catch on the scratch or score. - If your nail catches in the scratches, the valve will need to be replaced. - If your nail does not catch in the scratches, continue with the next step. 6. Important: Clean the valve body with the machined side down so debris may escape. 7. Clean the valve and bore using brake cleaner. 8. Blow off with shop air. 9. To verify free movement of the valve, dip the valve into clean ATF and install the valve back into the appropriate bore. The valve should move freely. If the valve moves freely, in most cases the valve body will function properly when reinstalled. 10. Reassemble and retest Warranty Information For vehicles repaired under warranty, use the table. Page 1222 Impact Sensor: Service and Repair INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE REPLACEMENT CAUTION: ^ Be careful when you handle a Sensing And Diagnostic Module (SDM). Do not strike or jolt the SDM. Before applying power to the SDM: ^ Remove any dirt, grease, etc. from the mounting surface ^ Position the SDM horizontally on the mounting surface ^ Point the arrow on the SDM toward the front of the vehicle ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. ^ If any water enters the vehicle's interior up to the level of the carpet or higher and soaks the carpet, the Sensing And Diagnostic Module (SDM) and the SDM harness connector may need to be replaced. The SDM could be activated when powered, which could cause deployment of the air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must be disabled. Refer to Disabling the SIR System. With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant soaking or evidence of significant soaking is detected, you must perform the following tasks: 1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4. Replace the SDM. Failure to follow these tasks could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. Removal Procedure 1. Disable the SIR system. Refer to Air Bag(s) Arming and Disarming. 2. Remove the front passenger seat. 3. Remove the passenger front carpet retainer. 4. Fold back the carpet in order to access the inflatable restraint Sensing and Diagnostic Module (SDM). 5. Remove the Connector Position Assurance (CPA) (2) from the inflatable restraint Sensing and Diagnostic Module (SDM) harness connector (3). 6. Disconnect the SDM harness connector (3) from the SDM (5). 7. Remove the SDM mounting fasteners (1). 8. Remove the SDM (5) from the vehicle. Installation Procedure Page 5871 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 9808 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 2174 Intake Manifold: Specifications Throttle Body Bolt/Stud ........................................................................................................................ .................................................. 25 Nm (18 ft. lbs.) Upper Intake Manifold Bolt .................................. ................................................................................................................................... 25 Nm (18 ft. lbs.) Lower Intake Manifold Bolt ^ Install NEW lower intake manifold bolts. Tighten A. Tighten the lower intake manifold bolts in sequence to 7 Nm (62 in. lbs) on the first pass. B. Tighten the lower intake manifold bolts (1,2,3,4) in sequence to 13 Nm (115 in. lbs) on the final pass. C. Tighten the lower intake manifold bolts (5,6,7,8) in sequence to 25 Nm (18 ft. lbs) on the final pass. Page 635 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 1444 2. The noise may not be engine related. This step is to verify that the engine is making the noise. If the engine is not making the noise do not proceed further with this table. 3. The noise may be an internal engine noise. Removing the drive belt and operating the engine for a brief period will verify the noise is related to the drive belt. When removing the drive belt(s) the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. Inspect all drive belt pulleys for pilling. Pilling is the small balls or pills or it can be strings in the drive belt grooves from the accumulation of rubber dust. 6. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misalign pulley using a straight edge in the pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation procedure for that pulley. 10. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. 12. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 14. Replacing the drive belt when it is not damaged or there is not excessive pilling will only be a temporary repair. Drive Belt Excessive Wear Drive Belt Excessive Wear Diagnosis Diagnostic Aids ^ Excessive wear on a drive belt(s) is usually caused by an incorrect installation or the wrong drive belt for the application. ^ Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt(s) to make a noise or to fall OFF. ^ Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt(s) fall OFF. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. The inspection is to verify the drive belt(s) is correctly installed on all of the drive belt pulleys. Wear on the drive belt(s) may be caused by mis-positioning the drive belt(s) by one groove on a pulley. 3. The installation of a drive belt that is two wide or two narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys. 4. This inspection is to verify the drive belt(s) is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt(s) should not come in contact with an engine or a body component when snapping the throttle. Drive Belt Falls Off Drive Belt Falls Off Diagnosis Page 4491 Steps 1-6 Page 8488 Speaker: Electrical Diagrams Radio/Audio System Schematics: Power And Front Speakers Page 4039 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 3823 Knock Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Brakes - Front Disc Brake Pulsation Brake Pad: Customer Interest Brakes - Front Disc Brake Pulsation File In Section: 05 - Brakes Bulletin No.: 00-05-23-002B Date: March, 2003 TECHNICAL Subject: Front Disc Brake Pulsation (New Rotor Run-Out Specification and Correction Method) Models: 1997-2003 Chevrolet Malibu 1997-1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is being revised to add model years and update the correction information. Please discard Corporate Bulletin Number 00-05-23-002A (Section 5 - Brakes). Condition Some customers may comment on a pulsation condition felt in the brake pedal and/or steering wheel during a brake apply. In some cases, it may be noted that the pulsation condition has reoccurred in 5,000-11,000 km (3,000-7,000 mi) after having had the brakes serviced, tires rotated or any type of servicing that required wheel removal. Cause Pulsation is the result of brake rotor thickness variation causing the brake caliper piston to move in and out of the brake caliper housing. This hydraulic "pumping/pulsing" effect is transmitted through the brake system and may be felt in the brake pedal. In severe cases, this condition may also transmit through the vehicle structure and other chassis system components such as the steering column or wheel. The major contributor to rotor thickness variation is excessive lateral run-out of the rotor, causing the brake pads to wear the rotor unevenly over time. Correction Important: All vehicles built since March 2000 have been built with the updated brake pad. Unless the brake pads are worn past the given specifications, the brake pads should be not replaced. FOR 2000 AND PRIOR MODEL YEAR VEHICLES ONLY: Confirm that the brake pads have the number 1417 printed on the edge of the pad backing plate (refer to the illustration - glass cleaner can be used to Page 3712 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 5404 For vehicles repaired under warranty, use the table. Disclaimer Page 6061 10. Position the CV joint cage (4) and the CV joint inner race 90 degrees to the centerline of the CV joint outer race (1). Align the CV joint cage windows (3) with the lands of the CV joint outer race (2). 11. Remove the CV joint cage (4) and the CV joint inner race from the CV joint outer race (1). 12. Rotate the CV joint inner race 90 degrees to the centerline of the CV joint cage with the lands of the CV joint inner race (1) aligned with the windows of the CV joint cage (2). 13. Pivot the inner race into the cage window and remove the inner race. 14. Clean the inner and outer race assemblies, the CV joint cage and the balls thoroughly with cleaning solvent. Remove all traces of old grease and any contaminates. 15. Dry all of the parts. Assembly Procedure 1. Install the new seal retaining clamp (2) on the neck of the seal. Do not crimp. 2. Slide the seal (1) onto the halfshaft bar and position the neck of the seal in the seal groove (3) on the bar. Page 7679 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 9782 Fuel Gauge Sender: Description and Operation Fuel Level Sensor The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the class 2 circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 5032 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Band Apply Servo: Customer Interest A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Bulletin No.: 04-07-30-028A Date: January 12, 2006 TECHNICAL Subject: 4T65-E Automatic Transmission Fluid Leak From Reverse Servo Cover (Replace Reverse Servo Cover Seal) Models: 2005 and Prior Cars and Light Duty Trucks with Automatic Transmission 4T65-E (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to announce an improved reverse servo cover seal is available from GMSPO and to advise technicians that it is no longer necessary to replace the reverse servo cover when replacing the seal. The 2005 model year vehicles are also being added. Please discard Corporate Bulletin Number 04-07-30-028 (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a fluid leak under the vehicle. A transmission fluid leak may be noted during the Pre-delivery Inspection (PDI). Cause A possible cause of a transmission fluid leak usually only during cold ambient temperatures below -6.7°C (20°F) may be the reverse servo cover seal. The reverse servo cover seal may shrink in cold ambient temperatures causing a transmission fluid leak. Correction Follow the diagnosis and repair procedure below to correct this condition. 1. Diagnose the source of the fluid leak. 2. If the source of the transmission fluid leak is the reverse servo cover, replace the reverse servo cover seal with P/N 24235894. Refer to Reverse Servo Replacement in the appropriate Service Manual. Page 10309 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 659 Involved are certain 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass built within the VIN breakpoints shown. Page 2152 Oil Pressure Sender: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Remove the battery negative cable from the battery. 2. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 3. Remove the electrical connector from the engine oil pressure sensor. 4. Remove the engine oil pressure switch. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the engine oil pressure switch. Tighten the switch to 16 Nm (12 ft. lbs.). 2. Install the electrical connector to the engine oil pressure switch. 3. Lower the vehicle. 4. Install the battery negative cable to the battery. Page 9298 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 1162 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 8572 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 3116 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 2759 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Service and Repair Oil Change Reminder Lamp: Service and Repair HOW TO RESET THE CHANGE OIL LIGHT After changing the engine oil, you must reset the system. To reset the system, you must do the following: 1. With the ignition key to ON (a short time after turning off the engine), push the RESET button located in the driver's side instrument panel fuse block . 2. When the CHANGE OIL light starts to flash, press and hold the RESET button again. The reset is complete when you hear the chimes sound and the CHANGE OIL light goes out. Engine - New Polymer Coated Piston and Rod Assembly Piston Ring: Technical Service Bulletins Engine - New Polymer Coated Piston and Rod Assembly File In Section: 06 - Engine/Propulsion System Bulletin No.: 03-06-01-002 Date: February, 2003 INFORMATION Subject: New Polymer Coated Piston and Rod Assembly Models: 2000-2003 Buick Century 2002-2003 Buick Rendezvous 1996 Chevrolet Lumina APV 1997-2003 Chevrolet Venture 1999-2001 Chevrolet Lumina 1999-2003 Chevrolet Malibu, Monte Carlo 2000-2003 Chevrolet Impala 1996-2003 Oldsmobile Silhouette 1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1996-1999 Pontiac Trans Sport 1999-2003 Pontiac Grand Am 2000-2003 Pontiac Grand Prix, Montana 2001-2003 Pontiac Aztek with 3.1L or 3.4L V-6 Engine (VINs E, J - RPOs LA1, LG8) A new piston and rod assembly has been released for use in the above models. The new piston is Polymer coated and will arrive with the piston rings and connecting rod already assembled to it, but does not contain the connecting rod bearing. Use this new piston assembly any time the need to replace either the piston or connecting rod should arise. The new piston assembly part numbers are shown. Parts are expected to be available from GMSPO February 17, 2003. Disclaimer Page 1092 Throttle Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 3492 Mass Air Flow (MAF) Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 7917 Compressor Clutch Relay: Service and Repair COMPRESSOR RELAY REPLACEMENT REPAIR PROCEDURE 1. Remove the electrical center cover. 2. Remove the A/C compressor control relay from the electrical center. INSTALLATION PROCEDURE 1. Install the A/C compressor control relay to the electrical center. 2. Install the electrical center cover. Page 9392 Seat Back: Service and Repair Seat Back Cover Replacement - Rear Seat Back Cover Replacement - Rear Removal Procedure 1. Remove the rear seat cushion. 2. Remove the stationary rear seat back. 3. Remove the (stationary) rear seat back from the vehicle. 4. Remove the hog rings from the rear seat back cover carpet. 5. Remove the seat back cover carpet from stationary rear seat back. 6. Remove the hog ring retainers from the seat back frame tabs. 7. Remove the rear seat back drawstrings from the seat back frame tabs. Important: The hook and loop strips retain the cover to the pad. First, remove the cover from the lower edge of the pad. Then roll the cover up and off the upper edge. 8. Remove the cover from the pad. Installation Procedure 1. Install the rear seat back cover to the seat back pad. 2. Pull the drawstrings. 3. Attach the drawstring hooks to the opening in the seat back frame tabs. 4. Install the hog ring retainers to the seat back frame tabs. 5. Install the seat back rear cover carpet. 6. Install the hog ring retainers to the seat back rear cover. 7. Install the stationary rear seat back. 8. Install the rear seat cushion. Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 3197 Mass Air Flow (MAF) Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 2827 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 7876 Tighten Tighten the bolt retaining the cross vehicle beam to the HVAC module to 10 N.m (89 lb in). 18. Install the instrument panel carrier to the cross vehicle beam. 19. Tighten the steering column brace bolts (1) behind the under hood electrical center for the steering column brace. Tighten Tighten the bolts to 26 Nm (19 lb ft). 20. Install the under hood electrical center. 21. Install the air cleaner assembly to the vehicle. 22. Raise the vehicle. 23. Install the nut for the HVAC module assembly bracket. Tighten Tighten the bracket nut to 10 Nm (89 lb in). 24. Install the heater case plate and the seals for the heater pipes. 25. Install the nuts holding the heater case plate for the heater pipes. 26. Install the heater case plate and seal for the evaporator block. 27. Install the nuts holding the heater case plate for the evaporator block. Tighten Page 4545 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 3464 Electrical Symbols Part 3 Page 8673 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Left (Front) Valve Cover: Service and Repair Left (Front) Valve Rocker Arm Cover Replacement -Left (Front) Removal Procedure 1. Partially drain the cooling system. 2. Remove the front ignition wire harness at the upper intake manifold and at the spark plugs. 3. Remove the thermostat bypass pipe. 4. Disconnect the PCV vacuum hose. 5. Remove the valve rocker cover bolts. 6. Remove the valve rocker cover, bump the end of the valve rocker cover with the palm of your hand or a soft rubber mallet if the cover adheres to the cylinder head. 7. Clean the sealing surface on the cylinder head and the valve rocker cover with degreaser. Installation Procedure Page 6820 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 3019 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 492 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Instrument Panel - Rattle/Itching Noise Body Control Module: All Technical Service Bulletins Instrument Panel - Rattle/Itching Noise File In Section: 08 - Body and Accessories Bulletin No.: 02-08-49-002 Date: May, 2002 TECHNICAL Subject: Dash Rattle/Itching Noise From Instrument Panel/Glove Box Area While Driving (Reposition Body Control Module (BCM) Bracket and Insulate Blower Motor Bolt Washer) Models: 2002 Chevrolet Malibu 2002 Oldsmobile Alero 2002 Pontiac Grand Am Built Prior to VIN Breakpoints 2C535843 or 2M137264 Condition Some customers may comment on a dash rattle/itching type noise from the instrument panel/glove box area while driving. Cause This condition may be caused by the BCM mounting bracket contacting the bolt head washer of the blower motor mounting bolts. Correction To correct this condition, follow the service procedure below: 1. Remove the screws retaining the instrument panel right side closeout/insulator panel. 2. Remove the instrument panel closeout/insulator panel. 3. Slide the BCM out of the BCM bracket. 4. Inspect for a contact point between the BCM bracket (2) and the blower motor screw head washer (1). 5. Reposition the BCM bracket (2) approximately 5 mm (0.2 in) down by pulling down on the BCM bracket (2) near the contact point. 6. Install one Electrical Moisture Sealant Patch, 3M(R) P/N 054007-06149 or equivalent, on the blower motor between the BCM bracket (2) and the blower motor screw head washer (1). 7. Reinstall the BCM into the BCM bracket (2). 8. Install the instrument panel right side closeout/insulator panel. Locations Manifold Pressure/Vacuum Sensor: Locations Locations View Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 3765 Steps 3-8 Page 903 Manifold Pressure/Vacuum Sensor: Testing and Inspection Additional Information For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 9737 Fuel Gauge: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 6705 Page 8675 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 5104 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 4184 Intake Air Temperature (IAT) Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 4110 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 3107 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 6909 C501 Page 9430 Seat Cushion: Service and Repair Seat Cushion Replacement - Front Seat Cushion Replacement - Front Removal Procedure 1. Remove the front seat. 2. Remove the power seat switch bezel from the front seat cushion cover, if equipped. 3. Remove the front seat cushion cover. 4. Remove the front seat cushion pad from the seat frame. Installation Procedure 1. Install the front seat cushion pad to the seat frame. 2. Install the front seat cushion cover. 3. Install the power seat switch bezel to the front seat cushion cover, if equipped. 4. Install the front seat. Page 2414 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the air cleaner element retaining screws and remove the cover. 3. Remove the air cleaner element. Inspect the air cleaner element and replace if necessary. 4. Disconnect the mass air flow (MAF) sensor electrical connector. 5. Disconnect the intake air temperature (IAT) sensor electrical connector. 6. Disconnect the breather tube from the air intake duct. 7. Loosen the two air intake duct clamps and remove the air intake duct. INSTALLATION PROCEDURE 1. Install the air cleaner element in the air cleaner assembly. 2. Position the air cleaner cover on the air cleaner assembly. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the air cleaner retainer screws. Tighten Tighten the screws to 6 N.m (40 lb in). 4. Install the air intake duct. Page 1132 Camshaft Position Sensor: Service and Repair REMOVAL PROCEDURE Locations View 1. Turn OFF the ignition. 2. Remove the power steering pump. 3. Disconnect the sensor electrical connector. 4. Remove the attaching bolt. 5. Remove the sensor. 6. Inspect the sensor O-ring for wear, cracks or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE Page 10181 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 6105 Fluid - M/T: Fluid Type Specifications Transmission Fluid .............................................................................................................................. .................................................................. Dexron III General Information Vehicle Lifting: Service and Repair General Information CAUTION: ^ To help avoid personal injury, always use jack stands when you are working on or under any vehicle that is supported only by a jack. ^ To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist, support the vehicle with jack stands at the opposite end from which the components are being removed. NOTE: When you are jacking or lifting a vehicle at the frame side rails or other prescribed lift points, be certain that the lift pads do not contact the catalytic converter, the brake pipes or the fuel lines. If such contact occurs, vehicle damage or unsatisfactory vehicle performance may result. Automotive Lift And Jack Contact Points Before you begin any lifting procedure, be sure the vehicle is on a clean, hard, level surface. Be sure all the lifting equipment meets weight standards and is in good working order. Be sure all the vehicle loads are equally distributed and secure. If you are only supporting the vehicle at the frame side rails, make sure the lifting equipment does not put too much stress on or weaken the frame side rails. If you use any other hoisting methods than those called out, take special care not to damage the fuel tanks, the exhaust system or the underbody. Page 3446 ^ Incorrect combustion - Reduced ignition system voltage output ^ Weak coils ^ Worn ignition wires ^ Incorrect spark plug gap - Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that normal combustion deposits may not burn off. ^ Deposit Fouling-Oil, coolant, or additives that include substances such as silicone, very white coating, reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a glazing over the electrode. Page 9696 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 4835 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 3000 Electrical Symbols Part 1 Page 6751 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3814 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Locations Locations View Page 7906 Refrigerant Pressure Sensor / Switch: Description and Operation A/C REFRIGERANT PRESSURE SENSOR The A/C system is protected by the A/C refrigerant pressure sensor. The sensors' output to the PCM is variable and is dependent upon pressure inside the line. A higher pressure results in a higher voltage output. The A/C pressure is constantly monitored in order to allow the A/C compressor clutch to disengage as needed. If line pressures climb above 2979 kPa (432 psi), the PCM will turn off the A/C compressor clutch until the pressure lowers to 1510 kPa (219 psi). If line pressures fall below 186 kPa (27 psi), the PCM will turn off the A/C compressor clutch until the pressure raises to 207 kPa (30 psi). A 5 volt reference signal is sent out over the 5 volt reference circuit, from the PCM, to the A/C refrigerant pressure sensor. The PCM monitors the A/C pressure by sending out a separate 5 volt signal on the A/C refrigerant pressure sensor signal circuit. This circuit is how the PCM monitors HVAC pressures. Ground for the A/C refrigerant pressure sensor is provided by the low reference circuit. Page 10173 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Locations Underhood Fuse Block (Part 1) ABS Automated Bleed Procedure Brake Bleeding: Service and Repair ABS Automated Bleed Procedure ABS Automated Bleed Procedure Bleeding the ABS System Perform a manual or pressure bleeding procedure. If the desired brake pedal height results are not achieved, perform the automated bleed procedure below. The procedure cycles the system valves and runs the pump in order to purge the air from the secondary circuits normally closed off during normal base brake operation and bleeding. The automated bleed procedure is recommended when air ingestion is suspected in the secondary circuits, or when the BPMV has been replaced. Automated Bleed Procedure Notice: The Auto Bleed Procedure may be terminated at any time during the process by pressing the EXIT button. No further Scan Tool prompts pertaining to the Auto Bleed procedure will be given. After exiting the bleed procedure, relieve bleed pressure and disconnect bleed equipment per manufacturers instructions. Failure to properly relieve pressure may result in spilled brake fluid causing damage to components and painted surfaces. 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove all four tire and wheel assemblies. 3. Inspect the brake system for leaks and visual damage. Refer to Brake Fluid Loss or Symptoms - Hydraulic Brakes. Repair or replace as needed. 4. Inspect the battery state of charge. 5. Install a scan tool. 6. Turn ON the ignition, with the engine OFF. 7. With the scan tool, establish communications with the EBCM. Select Special Functions. Select Automated Bleed from the Special Functions menu. 8. Bleed the base brake system. 9. Follow the scan tool directions until the desired brake pedal height is achieved. 10. If the bleed procedure is aborted, a malfunction exists. Perform the following steps before resuming the bleed procedure: ^ If a DTC is detected, refer to Diagnostic Trouble Code (DTC) List and diagnose the appropriate DTC. ^ If the brake pedal feels spongy, perform the conventional brake bleed procedure again. 11. When the desired pedal height is achieved, press the brake pedal in order to inspect for firmness. 12. Remove the scan tool. 13. Install the tire and wheel assemblies. 14. Inspect the brake fluid level. 15. Road test the vehicle while inspecting that the pedal remains high and firm. Service and Repair Map Light Bulb: Service and Repair DOME AND READING LAMP BULB REPLACEMENT REMOVAL PROCEDURE 1. Remove the dome lamp lens (1) from the dome lamp (2) with a flat bladed tool. 2. Remove the dome lamp bulb from the socket. INSTALLATION PROCEDURE 1. Install the dome lamp bulb to the socket. 2. Install the dome lamp lens (1) to the dome lamp (2). Ensure that the lens is retained. Page 4122 Crankshaft Position Sensor: Connector Views Crankshaft Position (CKP) Sensor A Crankshaft Position (CKP) Sensor B Page 6476 BRAKE ROTOR CLEAN-UP PROCEDURE Clean-up the rotors on an approved, well-maintained brake lathe to guarantee smooth, flat and parallel surfaces. Check for clean and true lathe adapters and make sure the arbor shoulder is clean and free of debris or burrs. For more information see the "Brake Lathe Calibration Procedure" section in this bulletin. 1. On the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn. 2. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed during the process, reset zero. Back off a full turn. 3. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the brake pad contact area. Do the same procedure. If zero is passed during the process, reset zero. 4. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the full rotor surface. Advance both tool cutters to the zero setting plus just enough to clean up the entire rotor surface. 5. After completing the refinish, sand both sides of the rotor for approximately one minute per side using a sanding block and 130-150 grit sandpaper to obtain a non-directional finish. Important Only remove the necessary amount of material from each side of the rotor and note that equal amounts of material do not have to be removed from both sides on any brake system using a floating caliper. Important In many of these instances, such a minimal amount of material is removed from the rotor that customer satisfaction is not a concern for future brake services. This procedure is intended to "Clean-up" the rotor surface and should be conveyed to the customer as such - not as "cut", "refinish" or "machine", which tends to be terms understood as a substantial reduction of rotor material/life. If the brake lathe equipment being used is not capable of removing minor amounts of material while holding tolerances, further lathe maintenance, repair, updates or equipment replacement may be necessary. Brake Noise BRAKE NOISE Some brake noise is normal and differences in loading, type of driving, or driving style can make a difference in brake wear on the same make and model. Depending on weather conditions, driving patterns and the local environment, brake noise may become more or less apparent. Verify all metal-to-metal contact areas between pads, pad guides, caliper and knuckles are clean and lubricated with a thin layer of high temperature silicone grease. Brake noise is caused by a "slip-stick" vibration of brake components. While intermittent brake noise may be normal, performing 3 to 4 aggressive stops may temporarily reduce or eliminate most brake squeal. If the noise persists and is consistently occurring, a brake dampening compound may be applied to the back of each pad. This allows parts to slide freely and not vibrate when moving relative to each other. Use Silicone Brake Lubricant, ACDelco P/N 88862181 (Canadian P/N 88862496) or equivalent. The following noises are characteristics of all braking systems and are unavoidable. They may not indicate improper operation of the brake system. Squeak/Squeal Noise: - Occurs with front semi-metallic brake pads at medium speeds when light to medium pressure is applied to the brake pedal. - Occasionally a noise may occur on rear brakes during the first few stops or with cold brakes and/or high humidity. Grinding Noise: - Common to rear brakes and some front disc brakes during initial stops after the vehicle has been parked overnight. - Caused by corrosion on the metal surfaces during vehicle non-use. Usually disappears after a few stops. Groan Noise: A groan type noise may be heard when stopping quickly or moving forward slowly from a complete stop. This is normal. On vehicles equipped with ABS, a groan or moan type noise during hard braking applications or loose gravel, wet or icy road conditions is a normal function of the ABS activation. Key Points - Frequently Asked Questions KEY POINTS - FREQUENTLY ASKED QUESTIONS - Q: How do on-car lathes react to Axle Float? Does the play affect the machining of the rotor, either surface finish or LRO? Page 10806 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 570 Brake Light Switch: Adjustments Stop Lamp Switch Adjustment Notice: Proper stoplamp switch adjustment is essential. Improper stoplamp switch adjustment may cause brake drag, heat buildup and excessive brake lining wear. Important: Adjust the stop lamp switch and cruise control release at the same time. The adjustment procedures for the stop lamp switch and the cruise control release switch are identical. 1. Insert the stop lamp switch (3) into the retainer until the switch body is seated on the retainer. 2. Pull the brake pedal (4) upward against the internal pedal stop. 3. Turn the switch (3) 90 degrees clockwise in order to lock the switch into position. Page 7674 Electrical Symbols Part 4 Page 3215 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 9927 IP Dimmer Switch Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 10617 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Diagrams TCC Brake Switch Page 8571 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 1751 Inflation Pressure Conversion (Kilopascals to PSI) Tires with a higher than recommended pressure can cause the following conditions: ^ A hard ride ^ Tire bruising ^ Rapid tread wear at the center of the tire Tires with a lower than recommended pressure can cause the following conditions: ^ A tire squeal on turns ^ Hard steering ^ Rapid wear and uneven wear on the edge of the tread ^ Tire rim bruises and tire rim rupture ^ Tire cord breakage ^ High tire temperatures ^ Reduced vehicle handling ^ High fuel consumption ^ Soft riding Unequal pressure on the same axle can cause the following conditions: ^ Uneven braking ^ Steering lead ^ Reduced vehicle handling Refer to the Tire Placard for specific tire and wheel applications and tire pressures. All Seasons Tires Description Most GM vehicles are equipped with steel belted all-season radial tires as standard equipment. These tires qualify as snow tires, with a higher than average rating for snow traction than the non-all season radial tires previously used. Other performance areas, such as wet traction, rolling resistance, tread life, and air retention, are also improved. This is done by improvements in both tread design and tread compounds. These tires are identified by an M + S molded in the tire side wall after the tire size. The suffix MS is also molded in the tire side wall after the TPC specification number. The optional handling tires used on some vehicles now also have the MS marking after the tire size and the TPC specification number. P-metric Sized Tires Description Locations Page 3595 Body Control Module Schematics: Controls Page 6589 Brake Hose/Line: Service and Repair Brake Hose Replacement - Rear Brake Hose Replacement - Rear Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Clean the dirt and foreign material from the brake hoses and fittings. 3. Remove the rear brake pipe (3) from the brake hose (1). 4. Remove the retainer clips (4) from the brake hose (3). 5. Remove the brake hose (3) from the bracket (1). 6. Remove the rear brake hose retaining bolt (3) from the rear brake hose (2). 7. Remove the brake hose (2) from the vehicle. Installation Procedure Page 10726 Page 764 Locations View 1. Lubricate the O-ring with clean engine oil. Replace the O-ring if the O-ring is damaged. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the camshaft position sensor. Tighten Tighten the retaining bolt to 8 N.m (71 lb in). 3. Connect the sensor electrical connector. 4. Install the power steering pump. Description and Operation Knee Diverter: Description and Operation DRIVER AND PASSENGER KNEE BOLSTERS The knee bolsters are designed to help restrain the lower torsos of front seat occupants by absorbing energy through the front seat occupants' upper legs. In a frontal collision the front seat occupants legs may come in contact with the knee bolsters. The knee bolsters are designed to crush or deform absorbing some of the impact, which helps to reduce bodily injuries. The driver and passenger knee bolsters are located in the lower part of the instrument panel and must be inspected for damage after a collision. Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: Customer Interest Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Page 770 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Turn OFF the ignition. 2. Drain the coolant below the level of the ECT sensor. Refer to Draining and Filling Cooling System in Cooling System. 3. Disconnect the sensor electrical connector. 4. Carefully remove the ECT sensor. INSTALLATION PROCEDURE NOTE: ^ Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. ^ Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Coat the threads with sealer GM P/N 9985253 or equivalent. NOTE: Refer to Fastener Notice in Service Precautions. 2. Carefully install the ECT sensor. Tighten Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector to the sensor. Page 5603 interchangeable. Important: The wear plate (640) and input thrust washer (660) are not required with the new sprag. Use of the thrust washer and wear plate with the new sprag assembly will cause a misbuild (correct end play cannot be obtained). Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Disabling Air Bag(s) Arming and Disarming: Service and Repair Disabling IMPORTANT: Refer to SIR Service Precautions. 1. Turn the steering wheel so that the vehicle's wheels are pointing straight ahead. 2. Turn OFF the ignition. 3. Remove the key from the ignition switch. 4. Remove the LH I/P wiring harness junction block access panel 5. Remove the AIR BAG Fuse from the LH I/P wiring harness junction block. IMPORTANT: With the AIR BAG Fuse removed and the ignition ON, the AIR BAG warning lamp illuminates. This is a normal operation and does not indicate an SIR system malfunction. 6. Remove the Connector Position Assurance (CPA) (2) from the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 7. Disconnect the steering wheel module coil connector (1). 8. Remove the RH I/P wiring harness junction block access panel 9. Remove the CPA (2) from the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 10. Disconnect the IP module connector (3). Page 984 Various symbols are used in order to describe different service operations. Page 4312 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 7125 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 2150 Oil Pressure Sender: Connector Views Engine Oil Pressure (EOP) Switch Engine Oil Pressure (EOP) Sensor Page 10679 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Stub Axle Shaft Sleeve and Seal Axle Shaft: Service and Repair Stub Axle Shaft Sleeve and Seal Stub Axle Shaft Sleeve and Seal Replacement * Tools Required J 38868 Shaft Removal Tool - J 6125-1B Slide Hammer - J 23129 Universal Seal Remover - J 41102 Axle Seal Installer Removal Procedure Important: Do not damage the seal bore or the sleeve assembly. Fluid leaks may result. 1. Raise and support the vehicle. 2. Remove the drive axle assembly. 3. Remove the snap ring from the stub axle shaft. Discard the snap ring. Do not reuse. 4. Remove the stub shaft from the transmission. Use the J 6125-1B and the J 38868. 5. Pull lightly on the shaft. Rotate the shaft until the stub shaft snap ring at the differential seats in the taper on the differential side gear. 6. Remove inner snap ring. 7. Remove the right hand axle seal from the transmission. Use the J 23129 and the J 6125-1B. Installation Procedure Important: The stub axle shaft sleeve and seal must be replaced together. DO NOT replace the sleeve or seal separately. Page 3259 Conversion - English/Metric Page 719 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 1604 - Support the GM Oil Life System, thereby minimizing the replacement of engine oil, before its life has been depleted. - Reduce the duplication of requirements for a large number of internal GM engine oil specifications. International Lubricants Standardization and Approval Committee (ILSAC) GF-5 Standard In addition to GM dexos 1(TM), a new International Lubricants Standardization and Approval Committee (ILSAC) standard called GF-5, was introduced in October 2010. - There will be a corresponding API category, called: SN Resource Conserving. The current GF-4 standard was put in place in 2004 and will become obsolete in October 2011. Similar to dexos 1(TM), the GF-5 standard will use a new fuel economy test, Sequence VID, which demands a statistically significant increase in fuel economy versus the Sequence VIB test that was used for GF-4. - It is expected that all dexos 1(TM) approved oils will be capable of meeting the GF-5 standard. However, not all GF-5 engine oils will be capable of meeting the dexos 1(TM) specification. - Like dexos(TM), the new ILSAC GF-5 standard will call for more sophisticated additives. The API will begin licensing marketers during October 2010, to produce and distribute GF-5 certified products, which are expected to include SAE 0W-20, 0W-30, 5W-20, 5W-30 and 10W-30 oils. Corporate Average Fuel Economy (CAFE) Requirements Effect on Fuel Economy Since CAFE standards were first introduced in 1974, the fuel economy of cars has more than doubled, while the fuel economy of light trucks has increased by more than 50 percent. Proposed CAFE standards call for a continuation of increased fuel economy in new cars and trucks. To meet these future requirements, all aspects of vehicle operation are being looked at more critically than ever before. New technology being introduced in GM vehicles designed to increase vehicle efficiency and fuel economy include direct injection, cam phasing, turbocharging and active fuel management (AFM). The demands of these new technologies on engine oil also are taken into consideration when determining new oil specifications. AFM for example can help to achieve improved fuel economy. However alternately deactivating and activating the cylinders by not allowing the intake and exhaust valves to open contributes to additional stress on the engine oil. Another industry trend for meeting tough fuel economy mandates has been a shift toward lower viscosity oils. dexos 1(TM) will eventually be offered in several viscosity grades in accordance with engine needs: SAE 0W-20, 5W-20, 0W-30 and 5W-30. Using the right viscosity grade oil is critical for proper engine performance. Always refer to the Maintenance section of a vehicle Owner Manual for the proper viscosity grade for the engine being serviced. GM Oil Life System in Conjunction With dexos (TM) Supports Extended Oil Change Intervals To help conserve oil while maintaining engine protection, many GM vehicles are equipped with the GM Oil Life System. This system can provide oil change intervals that exceed the traditional 3,000 mile (4,830 km) recommendation. The dexos (TM) specification, with its requirements for improved oil robustness, compliments the GM Oil Life System by supporting extended oil change intervals over the lifetime of a vehicle. If all GM customers with GM Oil Life System equipped vehicles would use the system as intended, GM estimates that more than 100 million gallons of oil could be saved annually. GM dexos 2(TM) Information Center Website Refer to the following General Motors website for dexos 2(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 2(TM) Engine Oil Trademark and Icons Page 11069 Electrical Symbols Part 3 Page 10291 Various symbols are used in order to describe different service operations. Locations Fuel Pump Relay: Locations FUEL PUMP RELAY Underhood Fuse Block (Part 1) Page 8118 1. Clean the inside of the glass with an alcohol wipe. 2. Dry the glass thoroughly using a lint free cloth. Important: The glass adhesion promoter described in the next step must be used to ensure a bonding of the coupling to the glass surface. Failure to use the described adhesion promoter may result in the coupling coming off the glass. 3. Apply Glass Adhesion Promoter, P/N 12378555 (in Canada, use P/N 88901239), to the glass in the area where you will install the antenna coupling. Follow the Glass Adhesion Promoter instructions on the product label. Important: ^ On rear backglass applications the RF connections for the inner antenna coupling should run parallel to the defogger gridline. ^ Align the inner and the outer antenna couplings. ^ Do not touch the adhesive backing on the antenna coupling. 4. Remove the protective film from the adhesive backing on the inner antenna coupling. 5. Align the inner antenna coupling to the existing exterior coupling. 6. Press firmly on all 4 corners and on the center of the antenna inner coupling (2) in order to ensure proper adhesion to the glass (4). Hold pressure on the inner coupling (2) for 10 to 30 seconds. 7. Ensure that no gaps occur between the couplings (5, 2) and the glass (4). 8. Connect the coaxial cable to the inner coupling (2). 9. Keep the vehicle dry. Allow 6 to 8 hours, at 15°C (60° F), for the adhesive to cure after installation. Coupling Replacement - Antenna Outer Page 3235 Throttle Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Suspension - Front Suspension Clunk/Rattle Noise Cross-Member: Customer Interest Suspension - Front Suspension Clunk/Rattle Noise File In Section: 03 - Suspension Bulletin No.: 01-03-08-002B Date: April, 2003 INFORMATION Front Suspension Clunk Rattle Noise Diagnosis Models: 1998-2003 Chevrolet Malibu (Built After 10/97) 1998-1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is being revised to correct the tightening specification for the lower control arm front bolts. Please discard Corporate Bulletin Numbers 01-03-08-002A and 00-03-08-003 (Section 03 Suspension). Important: The following information has also been updated within SI. If you are using a paper version of the Service Manual, please make a reference to this bulletin on the affected page. A number of front suspension lower control arms have been returned to the Warranty Parts Center (WPC). Input regarding these parts indicates replacement corrected front suspension related clunk/rattle type noise concerns. Analysis of these returned components indicates that they were manufactured to design intent and should have performed satisfactorily in the vehicle. It is recommended that when a front lower control arm is suspected to be the cause of a front suspension noise concern, the technician perform the following fastener tightening procedure prior to control arm replacement. 1. Position the vehicle on a level surface at curb height (supported by the tires). 2. Loosen the four lower control arm to front suspension crossmember attaching bolts. Tighten ^ Tighten the two lower control arm to suspension crossmember front attaching bolts to 60 N.m (45 lb ft) plus 180° rotation. ^ Tighten the two lower control arm to suspension crossmember rear attaching bolts to 100 N.m (74 lb ft) plus 180° rotation. 3. Road test vehicle to determine if the noise condition has been corrected. Important: If the control arm bushings require replacement, they are available separately and may be serviced without replacing the control arm. Disclaimer Page 4907 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Service and Repair Rear Knuckle: Service and Repair Knuckle Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel. 3. Scribe the strut (1) and knuckle (4). 4. Remove the stabilizer shaft link. 5. Remove the rear lateral links to knuckle nut (5), bolt (1) and washers (4). 6. Remove the brake drum. 7. Disconnect the ABS electrical connector. 8. Remove the rear wheel hub. 9. Remove the backing plate. 10. Remove the trailing arm bolt (2) from the knuckle (1). Navigation Radio - Adaptation After Radio/Battery R&R; Navigation System: All Technical Service Bulletins Navigation Radio - Adaptation After Radio/Battery R&R; INFORMATION Bulletin No.: 08-08-44-023 Date: June 18, 2008 Subject: Information On Navigation Radio Not Displaying Accurate Vehicle Location After Radio Replacement, Power Loss Or Battery Replacement Models: 2009 and Prior GM Passenger Cars and Trucks (Including Saturn) 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Navigation Radio The purpose of this bulletin is to inform technicians and customers that the Navigation Radio may not display the vehicle location icon on the map accurately after a radio or battery has been replaced or after battery power has been removed from the radio. The vehicle location icon accuracy may be degraded if the GPS signal is not available and the GPS displayed icon has a red line through it. The Navigation Radio does not keep learned GPS information or gyroscope and vehicle speed signals stored when the battery power is removed from the radio. The Navigation radio continually uses GPS, gyroscope and vehicle speed data to maintain the vehicle location icon positioned accurately on the displayed map. There may be periods of time during a drive cycle when the GPS signal may not be available and the vehicle location icon still appears to be accurate. This is due to the radio having internal gyroscopes and receiving a vehicle speed signal to maintain accuracy if the radio had received a good GPS signal earlier in the drive cycle. Normal driving will improve the accuracy of the vehicle location icon on the displayed map. It may be necessary for the vehicle to be driven up to 40 km (25 mi) with 15 left and 15 right turns while the vehicle location icon is matched to roads on the displayed map. Do not replace the radio for this condition. Disclaimer Specifications Oil Pressure Sender: Specifications Engine Oil Pressure Indicator Switch ....................................................................................................................................................... 16 Nm (12 ft. lbs.) Page 8345 Page 1314 Equivalents - Decimal And Metric Part 1 Page 2014 2. Apply sealant at the cylinder head to lower intake manifold joint at the rear of the lower intake manifold (1). Notice: Refer to Fastener Notice in Service Precautions. 3. Install the right (rear) valve rocker arm cover. Hand tighten the right (rear) valve rocker arm cover bolts. Tighten the valve rocker arm cover bolts to 10 Nm (89 inch lbs.). 4. Install the vacuum hose to the grommet in the right (rear) valve rocker arm cover. 5. Install the ignition bracket with coils. 6. Install the generator bracket. 7. Install the generator. Page 7117 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 5131 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 891 Knock Sensor: Description and Operation PURPOSE The knock sensor (KS) system enables the Powertrain Control Module (PCM) to control the ignition timing advance for the best possible performance while protecting the engine from potentially damaging levels of detonation. The sensors in the KS system are used by the PCM as microphones to listen for abnormal engine noise that may indicate pre-ignition/detonation. SENSOR DESCRIPTION There are 2 types of KS currently being used: ^ The broadband single wire sensor ^ The flat response two wire sensor Both sensors use piezo-electric crystal technology to produce and send signals to the PCM. The amplitude and frequency of this signal will vary constantly depending on the vibration level within the engine. Flat response and broadband KS signals are processed differently by the PCM. The major differences are outlined below: ^ All broadband sensors use a single wire circuit. Some types of controllers will output a bias voltage on the KS signal wire. The bias voltage creates a voltage drop the PCM monitors and uses to help diagnose KS faults. The KS noise signal rides along this bias voltage, and due to the constantly fluctuating frequency and amplitude of the signal, will always be outside the bias voltage parameters. Another way to use the KS signals is for the PCM to learn the average normal noise output from the KS. The PCM uses this noise channel, and KS signal that rides along the noise channel, in much the same way as the bias voltage type does. Both systems will constantly monitor the KS system for a signal that is not present or falls within the noise channel. ^ The flat response KS uses a two-wire circuit. The KS signal rides within a noise channel which is learned and output by the PCM. This noise channel is based upon the normal noise input from the KS and is known as background noise. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the KS signal, keeping the signal within the channel. If there is knock, the signal will range outside the noise channel and the PCM will reduce spark advance until the knock is reduced. These sensors are monitored in much the same way as the broadband sensors, except that an abnormal signal will stay outside of the noise channel or will not be present. KS diagnostics can be calibrated to detect faults with the KS diagnostic inside the PCM, the KS wiring, the sensor output, or constant knocking from an outside influence such as a loose or damaged component. In order to determine which cylinders are knocking, the PCM uses KS signal information when the cylinders are near Top Dead Center (TDC) of the firing stroke. Page 10096 5. Adjust the stop lamp switch (3). 6. Install the driver's side sound insulator. Page 3723 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 4555 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3636 Various symbols are used in order to describe different service operations. Page 7699 Conversion - English/Metric Page 6754 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 10881 Power Window Switch: Service and Repair Rear Door REMOVAL PROCEDURE 1. Use a flat bladed tool in order to remove the power window switch (3) from the door trim panel. Push in and lift up at the side of the switch. 2. Disconnect the electrical connector (2) from the power window switch (3). 3. Remove the power window switch bezel (1) from the power window switch (3) by releasing the retainers with the flat bladed tool. INSTALLATION PROCEDURE 1. Install the bezel (1) to the power window switch (3) by pressing it into the retainers until fully seated. 2. Connect the electrical connector (2) to the power window switch (3). 3. Install the power window switch (3) to the door trim panel by pressing it until fully seated. Page 7207 Power Steering Line/Hose: Service and Repair Return Power Steering Return Hose Replacement Removal Procedure 1. Remove the drive belt from the power steering pump pulley. 2. Remove the power steering hose retainer nut (1) and the retainer (2). 3. Remove the power steering return hose (3) from the power steering pump (1). 4. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 5. Remove the power steering return hose (3) from the retainer (6). 6. Remove the power steering return hose (3) from the power steering gear (5). 7. Remove the power steering return hose (3) from the vehicle. Installation Procedure Page 5094 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 10417 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Wheels/Tires - Use of Nitrogen Gas in Tires Tires: Technical Service Bulletins Wheels/Tires - Use of Nitrogen Gas in Tires INFORMATION Bulletin No.: 05-03-10-020C Date: April 27, 2010 Subject: Use of Nitrogen Gas in Tires Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-03-10-020B (Section 03 - Suspension). GM's Position on the Use of Nitrogen Gas in Tires General Motors does not oppose the use of purified nitrogen as an inflation gas for tires. We expect the theoretical benefits to be reduced in practical use due to the lack of an existing infrastructure to continuously facilitate inflating tires with nearly pure nitrogen. Even occasional inflation with compressed atmospheric air will negate many of the theoretical benefits. Given those theoretical benefits, practical limitations, and the robust design of GM original equipment TPC tires, the realized benefits to our customer of inflating their tires with purified nitrogen are expected to be minimal. The Promise of Nitrogen: Under Controlled Conditions Recently, nitrogen gas (for use in inflating tires) has become available to the general consumer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. The following benefits under controlled conditions are attributed to nitrogen gas and its unique properties: - A reduction in the expected loss of Tire Pressure over time. - A reduction in the variance of Tire Pressures with temperature changes due to reduction of water vapor concentration. - A reduction of long term rubber degradation due to a decrease in oxygen concentrations. Important These are obtainable performance improvements when relatively pure nitrogen gas is used to inflate tires under controlled conditions. The Promise of Nitrogen: Real World Use Nitrogen inflation can provide some benefit by reducing gas migration (pressure loss) at the molecular level through the tire structure. NHTSA (National Highway Traffic Safety Administration) has stated that the inflation pressure loss of tires can be up to 5% a month. Nitrogen molecules are larger than oxygen molecules and, therefore, are less prone to "seeping" through the tire casing. The actual obtainable benefits of nitrogen vary, based on the physical construction and the materials used in the manufacturing of the tire being inflated. Another potential benefit of nitrogen is the reduced oxidation of tire components. Research has demonstrated that oxygen consumed in the oxidation process of the tire primarily comes from the inflation media. Therefore, it is reasonable to assume that oxidation of tire components can be reduced if the tire is inflated with pure nitrogen. However, only very small amounts of oxygen are required to begin the normal oxidation process. Even slight contamination of the tire inflation gas with compressed atmospheric air during normal inflation pressure maintenance, may negate the benefits of using nitrogen. GM Tire Quality, Technology and Focus of Importance Since 1972, General Motors has designed tires under the TPC (Tire Performance Criteria) specification system, which includes specific requirements that ensure robust tire performance under normal usage. General Motors works with tire suppliers to design and manufacture original equipment tires for GM vehicles. The GM TPC addresses required performance with respect to both inflation pressure retention, and endurance properties for original equipment tires. The inflation pressure retention requirements address availability of oxygen and oxidation concerns, while endurance requirements ensure the mechanical structure of the tire has sufficient strength. This combination has provided our customers with tires that maintain their structural integrity throughout their useful treadlife under normal operating conditions. Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Maintaining the correct inflation pressure allows the tire to perform as intended by the vehicle manufacturer in many areas, including comfort, fuel economy, stopping distance, cornering, traction, treadwear, and noise. Since the load carrying capability of a tire is related to inflation pressure, proper inflation pressure maintenance is necessary for the tire to support the load imposed by the vehicle without excessive structural Page 3722 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 6346 24. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 25. Slowly depress and release the brake pedal. Observe the feel of the brake pedal. 26. If the brake pedal feels spongy perform the following steps: 26.1. Inspect the brake system for external leaks. 26.2. Using a scan tool, perform the antilock brake system automated bleeding procedure to remove any air that may have been trapped in the BPMV. 27. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. 28. If the brake system warning lamp remains illuminated. Refer to Symptoms - Hydraulic Brakes. Page 1425 Compression Check: Testing and Inspection Engine Compression Test A compression pressure test of the engine cylinders determines the condition of the rings, the valves, and the head gasket. Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse block. 1. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open position. 6. Measure the engine compression, using the following procedure: 6.1. Firmly install the compression gauge to the spark plug hole. 6.2. Have an assistant crank the engine through at least 4 compression strokes in the testing cylinder. 6.3. Record the readings on the gauge at each stroke. 6.4. Disconnect the gauge. 6.5. Repeat the compression test for each cylinder. 7. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70 percent of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 8. The following list contains examples of the possible measurements: ^ When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. ^ When the compression is low on the first stroke and tends to build up on the following strokes, but does not reach the normal compression, the piston rings may be the cause. ^ If the compression improves considerably with the addition of three squirts of oil, the piston rings may be the cause. ^ When the compression is low on the first stroke and does not build up in the following strokes, the valves may be the cause. ^ The addition of oil does not effect the compression, the valves may be the cause. ^ When the compression is low on two adjacent cylinders, or coolant is present in the crankcase, the head gasket may be the cause. 9. Remove the block from the throttle plate. 10. Install the air duct to the throttle body. 11. Install the spark plugs. 12. Install the Powertrain Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block. Page 5024 Crankshaft Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 5768 For vehicles repaired under warranty, use the table. Disclaimer Page 9873 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 7301 Control Arm Bushing: Service and Repair Lower Control Arm Bushings Replacement ^ Tools Required J 21474-4 Nut - J 41211 Front Control Arm Bushing Set - J 41397 Lower Control Arm Bushings Remover/Installer - J 23444-A High Pressure Lubricant Removal Procedure 1. Remove the lower control arm. 2. Secure the lower control arm in a vice. Important: Apply J 23444-A or equivalent to the threads of the J 21474-19. 3. Assemble the following bushing removal tools as shown: ^ J 21474-19 ^ The remover/installer from the J 41397 ^ The receiver from the J 41397 ^ J 21474-18 4. Tighten the J21474-18 until the front bushing is removed from the control arm. 5. Disassemble the bushing removal tools. 6. Assemble the following bushing removal tools as shown: ^ J 21474-27 ^ The remover/installer from the J 41211 ^ The receiver from the J 41211 ^ J 21474-4 7. Tighten the J 21474-27 until the rear bushing is removed from the control arm. 8. Disassemble the bushing removal tools. Installation Procedure Locations Left Side Of The IP Page 2825 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 9827 Low Fuel Lamp/Indicator: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Diagrams. Page 5591 If clutch debris is found, it is also very important to inspect the Pressure Control (PC) solenoid valve (377) fluid screens. Clean or replace the PC solenoid (377) as necessary. It is also important to flush and flow check the transmission oil cooler using J45096. Refer to SI Automatic Transmission Oil Cooler Flushing and Flow Test for the procedure. The notches above each sprag must point up as shown when assembled into the outer race. Bearing Assembly, Input Sun Gear Snap Ring, Overrun Clutch Hub Retaining Hub, Overrun Clutch Wear Plate, Sprag Assembly Retainer and Race Assembly, Sprag Forward Sprag Assembly Retainer Rings, Sprag Assembly Outer Race, Forward Clutch Washer, Thrust (Input Carrier to Race) The following information applies when this sprag is used in 1982-86 transmissions. The new design sprag can be used on models 1982 through 1986, by replacing the entire assembly (637 - 644). Individual components are NOT Page 3203 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 6662 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 2317 Engine Oil Level Switch Page 9534 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 10229 Page 1155 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Diagram Information and Instructions Headlamp Switch: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 913 Locations View Page 3798 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 8325 Disclaimer Compressor Hose Assembly Replacement Hose/Line HVAC: Service and Repair Compressor Hose Assembly Replacement TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Disconnect the electrical connector from the Refrigerant pressure sensor. 3. Remove the refrigerant pressure sensor from the hose. 4. Remove the bolt holding the compressor hose bracket to the fan shroud. 5. Remove the compressor hose assembly to condenser nut. 6. Remove the compressor hose assembly from the condenser. 7. Remove and discard the seal washer. 8. Raise the vehicle 9. Remove the right front fender liner. Page 442 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 6822 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 5635 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 10509 Various symbols are used in order to describe different service operations. Page 10717 Involved are certain 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass built within the VIN breakpoints shown. Page 480 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Service and Repair Fluid Transfer Tube: Service and Repair Oil Feed Pipes Replacement Removal Procedure 1. Raise the vehicle. Support the vehicle. Refer to Vehicle Lifting. 2. Remove the transmission oil pan. 3. Remove the transmission oil filter assembly. 4. Remove the oil feed pipe bolts. 5. Inspect the eight oil feed pipe seal rings. 6. Replace the seal rings only if the seal rings are cut, swollen or damaged. 7. Remove the lo and the reverse band oil pipe assembly. 8. Remove the eight lo and the reverse band oil pipe assembly seals. 9. Inspect the oil feed pipes for plugged passages, bent pipes, or cracks. 10. Inspect the oil feed pipe seal rings. Verify the proper location of the seal rings. Replace the seal rings if these are cut, swelled or damaged. Installation Procedure OnStar(R) - Aftermarket Device Interference Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Page 8462 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 1783 Disclaimer Page 718 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 6003 5. Install the TFP switch assembly (13) onto the control valve body assembly. 6. Install the eighteen control valve body assembly bolts. Notice: Refer to Fastener Notice in Service Precaution. 7. Hand start the bolts. - Tighten the bolts to 14 Nm (124 inch lbs.). 8. Install the transmission side cover. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Specifications Brake Bleeding: Specifications ABS Modulator Bleeder Valves 80 inch lbs. Brake Caliper Bleeder Valve Front 115 inch lbs. Brake Caliper Bleeder Valve Rear 115 inch lbs. Brake Rear Wheel Cylinder Bleeder Valve 62 inch lbs. TCS Modulator Bleeder Valves 80 inch lbs. Brake System Flushing Brake Fluid Volume from the Abs Modulator Bleeder Valves 4 oz. Brake Fluid Volume from the Brake Calipers 8 oz. Brake System Pressure Bleed Initial Pressure Adjustment Setting Leak Testing the Hydraulic Brake System 10 psi Pressure Bleed Procedure Setting 35 psi Description and Operation Power Interrupt Connector/Switch: Description and Operation INADVERTENT POWER The body control module used in this vehicle controls the lighting system through circuits that enable both the exterior lamp functions of park, head, and fog lamps as well as the interior lamps. The BCM opens these enabling circuits shortly after the ignition switch is turned OFF with no lamp switch activity. If the ignition switch is turned to any position other than OFF, or if a lamp switch is activated during this period, the timer will reset itself again. Page 7637 1. Position the air temperature actuator and install the screws. Tighten Tighten the screws to 2 N.m (18 lb in). 2. Connect the air temperature actuator electrical connector. 3. Install the IP compartment. Page 2037 Drive Belt: Testing and Inspection Drive Belt Excessive Wear Drive Belt Excessive Wear Diagnosis Diagnostic Aids ^ Excessive wear on a drive belt(s) is usually caused by an incorrect installation or the wrong drive belt for the application. ^ Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt(s) to make a noise or to fall OFF. ^ Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt(s) fall OFF. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. The inspection is to verify the drive belt(s) is correctly installed on all of the drive belt pulleys. Wear on the drive belt(s) may be caused by mis-positioning the drive belt(s) by one groove on a pulley. 3. The installation of a drive belt that is two wide or two narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys. 4. This inspection is to verify the drive belt(s) is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt(s) should not come in contact with an engine or a body component when snapping the throttle. Seat Back Bolster Cover and Pad - Split Folding Seat Back: Service and Repair Seat Back Bolster Cover and Pad - Split Folding Seat Back Bolster Cover and Pad - Split Folding Removal Procedure 1. Remove the rear seat back bolster. 2. Pull the rear seat back bolster cover over the U-bracket. 3. Remove the rear seat back bolster cover from the pad by pulling down and off the pad. Installation Procedure 1. Position the rear seat back bolster cover onto the pad. 2. Install the rear seat back bolster cover to the pad by pulling up and over the U-bracket. 3. Install the rear seat back bolster. Park/Neutral Position (PNP) Switch, C1 Page 7287 Disclaimer Page 10474 Page 3364 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2656 1. Install the muffler to the hangers. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the muffler to the intermediate pipe nuts. Tighten nuts to 50 Nm (37 ft. lbs.). 3. Lower the vehicle. Page 1303 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 3984 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 8817 8. Install the front door trim panel insert to the door. Reflector Replacement - Front Door Warning Reflector Replacement - Front Door Warning Removal Procedure Remove the warning reflector (1) from the front door trim panel by disengaging the tabs with a small flat bladed tool. Installation Procedure 1. Align the tabs on the warning reflector (1) with the slots in the door trim panel. 2. Apply pressure to the warning reflector in order to engage the tabs to the door trim panel. Trim Panel Insert Replacement - Front Door Trim Panel Insert Replacement - Front Door Removal Procedure 1. Push the lower front corner rearward in order to disengage the hidden plastic tab. 2. Push the lower rear corner forward in order to disengage the hidden plastic tab. 3. Pull inward in order to disengage the top clip. 4. Remove the front door upper trim panel (1) insert. Installation Procedure Page 1421 NOTE: ^ Be sure plug threads smoothly into cylinder head and is fully seated. Use a thread chaser if necessary to clean threads in cylinder head. Cross-threading or failing to fully seat spark plug can cause overheating of plug, exhaust blow-by, or thread damage. Follow the recommended torque specifications carefully. Over or under-tightening can also cause severe damage to engine or spark plug. ^ Refer to Fastener Notice in Service Precautions. 2. Install the spark plugs to the engine. Tighten Tighten the spark plugs to 15 N.m (11 lb ft). 3. Install the spark plug wires to the spark plugs. Page 9242 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 5881 The torque specification has changed for the fittings to case. The torque has changed from 38 Nm (28 lb ft) to 32 Nm (23 lb ft). Tighten Tighten the new cooler fittings to 32 Nm (23 lb ft). The converter drain back check ball (420C) has been removed from the cooler line fitting and is now located in the channel plate. If you get a concern of no movement in the morning or after sitting for several hours, the cooler check ball should be inspected. The best way to determine where the check ball is located is to look at the cooler line fittings. The old fittings are different sizes (3/8-18 NPSF & 1/4-18 NPSF) and would contain the cooler check ball. The new fittings are the same size as each other (9/16-18 UNF) and do not have a cooler check ball. Parts Information Disclaimer Page 4029 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 3277 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 9303 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Air Bag System Repairs and Inspections Required After a Collision: Service and Repair Air Bag System REPAIRS AND INSPECTIONS REQUIRED AFTER A COLLISION CAUTION: Proper operation of the Supplemental Inflatable Restraint (SIR) sensing system requires that any repairs to the vehicle structure return the vehicle structure to the original production configuration. Not properly repairing the vehicle structure could cause non-deployment of the air bag(s) in a frontal collision or deployment of the air bag(s) for conditions less severe than intended. After any collision, inspect the following components as indicated. If any damage is detected, replace the component. If any damage to the mounting points or mounting hardware is detected, repair the component or replace the hardware as needed. ^ Steering column - Perform the steering column accident damage checking procedures. ^ IP knee Bolsters - Inspect the knee bolsters for bending, twisting, buckling, or any other type of damage. ^ IP brackets, braces, etc. - Inspect for bending, twisting, buckling, or any other type of damage. ^ Seat Belts - Perform the seat belt operational and functional checks. ^ IP Cross Car Beam - Inspect for bending, twisting, buckling, or any other type of damage. ^ IP Mounting Points and Brackets - Inspect for bending, twisting, buckling, or any other type of damage. ^ Seats and Seat Mounting Points - Inspect for bending, twisting, buckling, or any other type of damage. Frontal Inflator Module Deployment - Component Replacement and Inspections After a collision involving air bag deployment, replace the following components. ^ Inflatable restraint IP module ^ Inflatable restraint steering wheel module ^ Inflatable restraint Sensing And Diagnostic Module (SDM) Perform additional inspections on the following components. ^ Inflatable restraint steering wheel module coil and coil wiring pigtail - Inspect for melting, scorching, or other damage due to excessive heat. ^ Mounting points and mounting hardware for the inflatable restraint IP module, steering wheel module, and SDM- Inspect for any damage and repair or replace each component as needed. Page 451 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 999 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 6500 1. Use the J 38400 (1) in order to spread the brake shoes apart. Important: Ensure that the adjuster (2) engages the brake shoes (4 and 5), the park brake actuator (3), and the adjuster actuator (1) properly. 2. Install the adjuster. Notice: Do not over stretch the adjuster spring. Damage can occur if the spring is over stretched. 3. Install the adjuster spring (3). 3.1. Install the straight end of the adjuster spring into the brake shoe. 3.2. Install the hook end of the adjuster spring to the adjuster actuator (1). 4. Adjust the rear drum brakes. 5. Install the brake drum. 6. Install the rear wheel and tire. Page 3023 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Diagrams PASSLOCK Sensor Specifications Engine Oil Drain Plug: Specifications Oil Pan Drain Plug ............................................................................................................................... .................................................... 25 Nm (18 ft. lbs.) Page 3582 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 8660 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 3679 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 1482 Fuel Pressure Release: Service and Repair Fuel System Pressure Relief TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gauge Fitting CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery terminal. IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt. 2. Install the J 34730-262 adaptor to the fuel pressure connection. 3. Connect the J 34730-1 A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. Diagrams Outside Rearview Mirror Switch Mirrors - Heated Mirrors, Defrosting Time Heated Element: Technical Service Bulletins Mirrors - Heated Mirrors, Defrosting Time INFORMATION Bulletin No.: 08-08-64-011A Date: February 25, 2010 Subject: Information on Heated Electrochromatic Outside Rearview Mirror Performance Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-08-64-011 (Section 08 - Body and Accessories). Defrosting Time/Performance Concern The electrochromatic (auto-dimming) outside rearview mirror used on the driver's side of many GM vehicles is slower to defrost than the passenger side outside rearview mirror. This is a normal condition. The glass on the driver's side electrochromatic mirror is twice as thick as the traditional glass on the passenger side mirror. The heating elements for the mirrors on both sides draw the same wattage, therefore the driver's side mirror will take approximately twice as long to defrost as the passenger mirror (approximately four minutes versus two minutes). Should a customer indicate that the driver's side heated mirror is not functioning correctly, verify it's function based upon this information prior to replacing the mirror. Disclaimer Capacity Specifications Refrigerant: Capacity Specifications Air Conditioning Refrigerant ................................................................................................................ ..................................................... 1.35 lb. (0.61 kg.) Locations Locations View Page 8756 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 10184 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 2778 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 7798 Control Assembly: Service and Repair REMOVAL PROCEDURE 1. Remove the IP accessory trim plate. 2. Remove the HVAC control assembly screws (1). 3. Remove the HVAC control assembly away from the IP. 4. Disconnect the vacuum hose harness connector (1) from the HVAC control assembly. 5. Disconnect the temperature actuator (2) from the HVAC control assembly 6. Disconnect the blower motor switch electrical connector (3) from the HVAC control assembly. 7. Disconnect the rear defroster control electrical connector (4) from the HVAC control assembly. INSTALLATION PROCEDURE Specifications Valve Spring: Specifications Valve Springs Free Length .................................................................................................................. .................................................. 48.5 mm (1.89 inch) Valve Springs Load - Closed .......................................................................................................................................... 320 N 43.2 mm (75 lb @ 1.701 in) Valve Springs Load - Open ......................................................................................................................................... 1036 N 32 mm (230 lb @ 1.260 in) Installed Height Intake-Exhaust .................................................................... ........................................................................................... 43.2 mm (1.701 in) Approximate Number of Coils ................................................................................................................................................. ....................................... 6.55 Page 1276 5. Place the transmission control shifter assembly in the N (Neutral) notch in the detent plate. 6. Loosen the park/neutral position switch attaching bolts. 7. Rotate the switch on the shifter assembly in order to align the service adjustment hole with the carrier tang hole. 8. Insert a 2.34 mm (3/32 inch) maximum diameter gauge pin to a depth of 9.0 mm (9/64 inch). - Tighten the bolts to 24 Nm (18 ft. lbs.). Page 8908 Fuel Door: Service and Repair Fuel Filler Pocket Replacement Fuel Filler Pocket Replacement Removal Procedure 1. Open the fuel tank filler door. 2. Remove the fuel tank filler cap from the filler neck. 3. Remove the screws from the fuel tank filler pocket. 4. Remove the fuel tank filler pocket (1) by disengaging the retaining lugs from the quarter panel. Installation Procedure 1. Install the fuel tank filler pocket (1) to the quarter panel. Push the fuel tank filler pocket (1) inward to engage the retaining lugs. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the fuel tank filler pocket screws to the fuel tank filler pocket (1). Tighten the screws to 2 N.m (18 lb in). 3. Install the fuel tank filler cap to the filler neck. 4. Close the fuel tank filler door. Diagram Information and Instructions Cigarette Lighter: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 8779 7. Install the door lock cylinder rod to the front door lock cylinder (4). 8. Install the front door water deflector. Locations Locations View Page 5732 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 4923 7. Disconnect the accelerator controls cable. 8. If applicable disconnect the cruise control cable from the throttle lever and accelerator bracket. 9. Remove the accelerator control cable bracket. 10. Unsnap the wire harness clip from bracket. Page 4016 Electrical Symbols Part 4 Page 10221 Parts Information Customer Notification General Motors will notify customers of this special policy on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Page 5328 For vehicles repaired under warranty, use the table. Disclaimer Fuel System - Inaccurate Fuel Gauge Readings Fuel Gauge: Customer Interest Fuel System - Inaccurate Fuel Gauge Readings File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-04-008D Date: April, 2003 Subject: Inaccurate or Erratic Fuel Gauge Reading, Fuel Pump Related Driveability Concerns (Install New Fuel Tank Sender) Models: 2000-03 Chevrolet Cavalier, Malibu 2000-03 Oldsmobile Alero 2000-03 Pontiac Grand Am, Sunfire 2000-01 Toyota Cavalier with Plastic Fuel Tanks This bulletin is being revised to add a model year and to change the Correction information as well as the part number. Please discard Corporate Bulletin Number 01-06-04-008C (Section 06 Engine). Condition Some customers may comment about inaccurate or erratic fuel gauge readings. A typical comment might be that it appears from the gauge reading that there is fuel available, yet the tank is nearly empty. Cause This condition may be the result of the corrosive effect of certain fuel blends on the contact surfaces of the fuel tank sender. Vehicles built between the VIN breakpoints shown. Vehicles built prior to VIN breakpoint shown. Correction Important: ^ When servicing the fuel tank module or the fuel sender, DO NOT replace both parts. Only replace the appropriate part to repair the customer's concern. ^ The complete fuel level sender assembly P/N 22683260 is no longer available through GMSPO. This assembly is now serviced by a fuel tank module P/N 88957239 (minus sender) and the fuel tank sender, P/N 22709333. These two parts are no longer sold as one unit and can only be purchased separately. ^ Dealers within the provinces of British Columbia, Quebec, New Brunswick and the State of Maine, should refer to Customer Satisfaction Campaign 00101, dated January, 2001. When fuel gauge diagnosis in the Service Manual indicates the cause to be the fuel tank sender, replace the existing sender with a new sender, P/N 22709333, with improved corrosion resistant wiper contacts. Page 2357 Oil Pressure Sender: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Remove the battery negative cable from the battery. 2. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 3. Remove the electrical connector from the engine oil pressure sensor. 4. Remove the engine oil pressure switch. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the engine oil pressure switch. Tighten the switch to 16 Nm (12 ft. lbs.). 2. Install the electrical connector to the engine oil pressure switch. 3. Lower the vehicle. 4. Install the battery negative cable to the battery. Page 9708 Various symbols are used in order to describe different service operations. Description and Operation Canister Purge Control Valve: Description and Operation EVAP Purge Valve The EVAP purge valve controls the flow of vapors from the EVAP system to the intake manifold. This normally closed valve is Pulse Width Modulated (PWM) by the PCM to precisely control the flow of fuel vapor to the engine. The valve will also be opened during some portions of the EVAP testing, allowing engine vacuum to enter the EVAP system. Service and Repair Trunk / Liftgate Latch: Service and Repair Latch Replacement - Rear Compartment Lid Removal Procedure 1. Open the rear compartment. 2. Mark the position of the latch on the rear compartment lid. 3. Remove the lock cable from the lock cylinder. Use a flat-bladed tool to spread the plastic cover (8) and pull down. 4. Open the cable door at the top of the lock release box (2) to expose the remote release cable, if equipped. 5. Remove the remote release cable (1) from the lock release box, if equipped. 6. Disconnect the electrical connector from the compartment lid lock, if equipped. 7. Remove the rear compartment lid lock bolts (7) from the rear compartment lid. 8. Remove the latch assembly (3) from the rear compartment lid. Installation Procedure 1. Position the latch assembly (3) to the alignment marks on the rear compartment lid. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear compartment lid latch bolts (7) to the rear compartment lid. Tighten the bolts to 11 N.m (97 lb in). Page 2289 An oil leak may result if the vertical bolts are not tightened before the diagonal bolts. Diagonal bolts may require a crows foot to tighten. Tighten 1. Tighten the vertical lower intake manifold bolts (1) to 7 N.m (62 lb in). 2. Tighten the diagonal lower intake manifold bolts (2) to 7 N.m (62 lb in). 3. Tighten the vertical lower intake manifold bolts (1)to 13 N.m (115 lb in). 4. Tighten the diagonal lower intake manifold bolts (2) to 25 N.m (18 lb ft). Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 626 Headlamp Switch: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 1154 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 757 Equivalents - Decimal And Metric Part 1 Page 2927 Electrical Symbols Part 1 Body - TPO Fascia Cleaning Prior to Painting Paint: All Technical Service Bulletins Body - TPO Fascia Cleaning Prior to Painting INFORMATION Bulletin No.: 08-08-51-002 Date: March 12, 2008 Subject: New Primer For TPO Fascias and Affected Cleaning Process of Painting Operation Models: 2009 and Prior Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 The purpose of this bulletin is to inform the technician that General Motors has made a change in the primer it uses for TPO plastic for service parts. This new primer comes in several different colors from five different suppliers. This change affects the cleaning process of the painting operation. The new process is as follows. 1. Wash with soap and water. 2. Clean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). Check with your paint supplier for product recommendations. 3. Scuff sand per your paint suppliers recommendations. Note: The use of a solvent-type cleaner will soften, or begin to dissolve the primer. Base coats do not have any affect on this primer. 4. Reclean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). All fascias, with the exception of the Corvette, Camaro, and Cadillac XLR, are made of TPO. You may find other TPO parts with this primer. If the technician has a question as to the type of plastic they are painting, inspect the back of the part for the plastic symbol (TPO). Disclaimer Page 11068 Electrical Symbols Part 2 Page 7206 1. Install the pressure hose (4) to the vehicle. Notice: Refer to Installing Hoses Without Twists or Bends Notice in Service Precautions. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the pressure hose (4) to the power steering gear (5). ^ Tighten the fitting to 27 Nm (20 ft. lbs.). 3. Install the pressure hose (4) to the retainer (6). 4. Lower the vehicle. 5. Install the pressure hose (4) to the power steering pump (1). ^ Tighten the fitting to 27 Nm (20 ft. lbs.). 6. Install the power steering hose retainer nut (1) to the retainer (2). ^ Tighten the retainer nut to 5 Nm (45 inch lbs.). 7. Ensure that the power steering hose has sufficient clearance from the exhaust manifold. 8. Install the drive belt to the power steering pump pulley. 9. Bleed the air from the power steering system. Page 4826 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 10141 4. Install the headlamp (2) by pushing straight forward to the headlamp mounting panel. 5. Hold the headlamp in place while pushing downward on the release tabs (1). 6. Check and adjust the headlamp aim as necessary. 7. Close the hood. Wheel Speed Sensor (WSS) - LF Page 9264 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 2266 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 10758 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 3336 Crankshaft Position Sensor: Connector Views Crankshaft Position (CKP) Sensor A Crankshaft Position (CKP) Sensor B Page 10508 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Air Distribution Duct Replacement Air Duct: Service and Repair Air Distribution Duct Replacement REMOVAL PROCEDURE 1. Remove the instrument panel (IP) carrier. 2. Remove the steering column from the vehicle. 3. Remove the bolt from the bracket joining the cross vehicle beam to the HVAC module. 4. Release the body control module from the cross vehicle beam. 5. Remove HVAC duct work from the cross vehicle beam. Page 7170 Alignment: Service and Repair Measuring Wheel Alignment Measuring Wheel Alignment Steering and vibration complaints are not always the result of improper alignment. One possible cause is wheel and tire imbalance. Another possibility is tire lead due to worn or improperly manufactured tires. Lead is the vehicle deviation from a straight path on a level road without pressure on the steering wheel. Refer to Radial Tire Lead/Pull Correction in order to determine if the vehicle has a tire lead problem. Before performing any adjustment affecting wheel alignment, perform the following inspections and adjustments in order to ensure correct alignment readings: ^ Inspect the tires for the proper inflation and irregular tire wear. Refer to Tire Inflation Pressure Specifications and Tire Diagnosis - Irregular or Premature Wear. ^ Inspect the runout of the wheels and the tires. ^ Inspect the wheel bearings for backlash and excessive play. Refer to Wheel Bearings Diagnosis. ^ Inspect the ball joints and tie rod ends for looseness or wear. ^ Inspect the control arms and stabilizer shaft for looseness or wear. ^ Inspect the steering gear for looseness at the frame. ^ Inspect the struts/shock absorbers for wear, leaks, and any noticeable noises. ^ Inspect the vehicle trim height. ^ Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components ^ Inspect the fuel level. The fuel tank should be full or the vehicle should have a compensating load added. Give consideration to excess loads, such as tool boxes, sample cases, etc. If normally carried in the vehicle, these items should remain in the vehicle during alignment adjustments. Give consideration also to the condition of the equipment being used for the alignment. Follow the equipment manufacturer's instructions. Satisfactory vehicle operation may occur over a wide range of alignment settings. However, if the setting exceeds the service allowable specifications, correct the alignment to the service preferred specifications. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. Important: When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front alignment angles. 4. Adjust alignment angles to vehicle specification, if necessary. Page 2497 Page 1356 Alignment: Service and Repair Measuring Wheel Alignment Measuring Wheel Alignment Steering and vibration complaints are not always the result of improper alignment. One possible cause is wheel and tire imbalance. Another possibility is tire lead due to worn or improperly manufactured tires. Lead is the vehicle deviation from a straight path on a level road without pressure on the steering wheel. Refer to Radial Tire Lead/Pull Correction in order to determine if the vehicle has a tire lead problem. Before performing any adjustment affecting wheel alignment, perform the following inspections and adjustments in order to ensure correct alignment readings: ^ Inspect the tires for the proper inflation and irregular tire wear. Refer to Tire Inflation Pressure Specifications and Tire Diagnosis - Irregular or Premature Wear. ^ Inspect the runout of the wheels and the tires. ^ Inspect the wheel bearings for backlash and excessive play. Refer to Wheel Bearings Diagnosis. ^ Inspect the ball joints and tie rod ends for looseness or wear. ^ Inspect the control arms and stabilizer shaft for looseness or wear. ^ Inspect the steering gear for looseness at the frame. ^ Inspect the struts/shock absorbers for wear, leaks, and any noticeable noises. ^ Inspect the vehicle trim height. ^ Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components ^ Inspect the fuel level. The fuel tank should be full or the vehicle should have a compensating load added. Give consideration to excess loads, such as tool boxes, sample cases, etc. If normally carried in the vehicle, these items should remain in the vehicle during alignment adjustments. Give consideration also to the condition of the equipment being used for the alignment. Follow the equipment manufacturer's instructions. Satisfactory vehicle operation may occur over a wide range of alignment settings. However, if the setting exceeds the service allowable specifications, correct the alignment to the service preferred specifications. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. Important: When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front alignment angles. 4. Adjust alignment angles to vehicle specification, if necessary. Page 389 A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Case: All Technical Service Bulletins A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Bulletin No.: 04-07-30-023 Date: May 12, 2004 INFORMATION Subject: Oil Pump Assembly Seal and Transmission Case Change Models: 2002-2004 Cars and Light Duty Trucks with 4L60-E or 4L65-E Automatic Transmissions (RPOs M30, M32 or M33) An improved oil pump to case seal design has been made to the 4L60-E/4L65-E transmission. The new design affects the oil pump, the oil pump seal, the transmission pan bolts and the transmission case. The complete design was implemented in three phases. The first phase, beginning in September 2002, relocated the machining of the oil pump 0-ring seal groove in the pump body. The 0-ring seal groove moved 1.6 mm (0.62 in) inward on the pump body in order to place the sealing surface deeper into the case bore. The relocated pump body groove can be identified by measuring the groove location. Pump bodies that measure 2.3 mm (0.09 in) from the machined surface to the groove opening have the relocated 0-ring seal groove. Pump bodies that measure 3.9 mm (0.15 in) are prior to September 2002 design. Interference Engines Timing Chain: Service and Repair Interference Engines INTERFERENCE ENGINE GM does not specify if this engine is an interference engine or not. To be safe, always observe the following precautions. If cylinder head is installed on the cylinder block: - DO NOT turn the crankshaft or camshaft if the timing belt/chain is not installed or if the camshaft timing has not been confirmed to be correct. - DO NOT rotate engine backwards. - If a broken or "jumped" timing belt/chain is suspected, DO NOT use the starter to crank the engine. - If a "catch" is felt when rotating the engine by hand, DO NOT attempt force the engine to rotate past the "catch". If cylinder head is removed (overhead cam engines): - Do not set cylinder head on a flat surface with combustion chamber down. When re-installing a cylinder head: - Confirm that the crankshaft AND camshaft gears align with their respective timing marks or confirm that all shafts are set to TDC for cylinder # 1 BEFORE placing the cylinder head onto the cylinder block. If the timing chain/belt has broken of "jumped time" with the engine running, always check for bent valves by pressurizing each cylinder with air with it's valves in the closed position. Page 458 Oil Pressure Sender: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Diagrams. Page 7014 Fuse Block: Diagrams Fuse Block Right IP Fuse Block Right IP, C1 Diagrams Outside Rearview Mirror Switch Page 5966 Left Side Control Valve Body Assembly Page 10663 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 590 Involved are certain 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass built within the VIN breakpoints shown. Page 9790 Air Bag(s) Arming and Disarming: Service and Repair Enabling 1. Connect the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 2. Install the Connector Position Assurance (CPA) (2) to the IP module connector (3). 3. Install the RH I/P wiring harness junction block access panel. 4. Connect the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 5. Install the CPA (2) to the steering wheel module coil connector (1). 6. Install the AIR BAG Fuse to the LH I/P wiring harness junction block. 7. Install the LH I/P wiring harness junction block access panel. 8. Staying well away from both air bags, turn ON the ignition. 8.1. The AIR BAG indicator will flash seven times. 8.2. The AIR BAG indicator will then turn OFF. 9. Perform Diagnostic System Check - SIR if the AIR BAG indicator does not operate as described. Page 8682 Body Control Module (BCM) C2 Part 1 Page 5484 1. Install the upper clip of the AT shift lock control onto the upper pivot point, and the lower clip onto the lower pivot point. 2. Install the center console. 3. Install the electrical connector to the AT shift lock control. 4. Connect the negative battery cable. Page 9092 Install the body hinge pillar garnish molding (1). Ensure that the retainers are locked into position. Garnish Molding Replacement - Upper Pillar Garnish Molding Replacement - Upper Pillar Removal Procedure 1. Remove the IP end cap cover from the IP carrier. 2. Remove the screw for the upper garnish molding in the bussed electrical center. 3. Pull outward on the windshield side upper garnish molding (2) to disengage the clips (1). 4. Remove the windshield side upper garnish molding (2). Installation Procedure 1. Install the windshield side upper garnish molding (2). 2. Apply inward pressure to the windshield side of the upper garnish molding (2) to engage the clips (1). Notice: Refer to Fastener Notice in Service Precautions. 3. Install the upper garnish molding screw. Tighten the screw to 1 N.m (9 lb in). 4. Install the IP end cap cover to the IP carrier. Trim Panel Replacement - Lower Center Pillar Trim Panel Replacement - Lower Center Pillar Removal Procedure Diagrams Idle Air Control (IAC) Valve Page 9267 Sunroof / Moonroof Drain: Service and Repair Sunroof Drain Hose - Front Sunroof Drain Hose Replacement - Front Removal Procedure 1. Remove the headliner. 2. Remove the necessary IP sound insulators. 3. Remove the necessary carpet retainers. 4. Pull the carpeting back to expose the rubber body insulator. 5. Remove hood latch release cable screw and set aside the hood latch release lever, driver side only. 6. Pull the rubber body insulator away from the body to expose the pillar access hole. 7. Disconnect the drain hose from the front sunroof drain port. 8. Release the drain hose from the retaining clip located at the top of the front pillar. Page 9591 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 5046 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 975 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 2856 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 1942 Rocker Arm Assembly: Specifications Rocker Arm Ratio ................................................................................................................................ ........................................................................ 1.60:1 Valve Rocker Arm Bolt: TSB 02-06-01-034 First Pass ............................................................................................................................................. ............................................... 14 Nm (124 in. lbs.) Final Pass ........................................................... ............................................................................................................................................ (30 degrees) Page 23 For vehicles repaired under warranty, use the table. Disclaimer Page 9318 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 10880 1. Install the power window switch to the accessory switch plate. Press the window switch into the switch plate until retaining tabs are fully seated. 2. Connect the electrical connectors (2) to the power window switch. 3. Install the accessory switch plate to the door trim panel. Press the switch plate into the door trim panel until the retainers (1) are fully seated. Page 9026 * The stabilizer shaft Refer to Stabilizer Shaft Replacement. * The lower radiator mounting panel Refer to Radiator Support Replacement in Cooling System. 2. Lower the vehicle on to the frame (3). 3. Install the frame to body bolts (2). Hand tighten the bolts. 4. Install the frame rear bolts (1). Hand tighten the bolts. 5. Install the frame front bolts (4). Hand tighten the bolts. Notice: Refer to Fastener Notice in Service Precautions. 6. Tighten the bolts in the following order: 1. Tighten the rear bolts (1) to 245 N.m (180 lb ft) plus 180 degrees rotation. 2. Tighten the front bolts (4) to 110 N.m (81 lb ft). 3. Tighten the body bolts (2) to 82 N.m (61 lb ft). 7. Raise the vehicle and support with jack stands. Refer to Vehicle Lifting. 8. Install the brake lines to the retainers on the frame (3). 9. Install the rear transmission mount bracket bolts. 10. Install the front transmission mount bracket bolts. 11. Install the power steering lines to the steering gear. 12. Install the bolt from the steering gear to intermediate shaft. 13. Install the tie rod ends to the steering knuckles. 14. Install the brake modulator assembly to the front suspension crossmember. 15. Install the lower ball joints to the steering knuckles. 16. Connect the ABS sensor to the wheel speed sensor and front suspension crossmember. 17. Install the splash shields. 18. Install the tire and wheel assemblies. 19. Remove the engine support fixture. 20. Bleed the power steering system. Refer to Bleeding the Power Steering System in Power Steering System. Page 10856 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3491 Mass Air Flow (MAF) Sensor Page 3239 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 1503 Fuel Pump Pickup Filter: Description and Operation FUEL STRAINER Fuel Strainer The fuel strainer attaches to the lower end of the fuel sender. The fuel strainer is made of woven plastic. The functions of the fuel strainer are to filter contaminants and to wick fuel. The fuel strainer is self-cleaning and normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment or water. Page 9219 Sunroof Motor Service and Repair Wiper Gear Box: Service and Repair WIPER TRANSMISSION REPLACEMENT TOOLS REQUIRED ^ J 39232 Wiper Transmission Separator ^ J 39529 Wiper Transmission Installer REMOVAL PROCEDURE 1. Remove the air inlet grille panel. 2. Disconnect the wiper motor electrical connector. 3. Remove the wiper drive system module screws. 4. Remove the wiper drive system module from the vehicle. 5. Using the J 39232, disconnect the wiper transmission from the wiper motor crank arm. Page 5211 Electrical Symbols Part 3 Page 10455 the bottom of the outlet rearward to release the top. 3. Remove the two 7 mm hex head screws attaching the IP cluster trim panel to the IP. 4. Remove the trim plate from the IP by pulling up and out to release the lower retainers. 5. Disconnect the trip reset switch electrical connector. 6. Remove the four 7 mm hex head screws attaching the instrument cluster to the IP. 7. Remove the instrument cluster from the opening and reposition as necessary. It is not necessary to disconnect the electrical connector. 8. Through the instrument cluster opening in the IP, remove one of the three 7 mm hex head screws that attach the hazard warning switch to the IP. 9. Through the center air outlet opening in the IP, remove the remaining two 7 mm hex head screws that attach the hazard warning switch to the IP. 10. Remove the hazard warning switch through the center air outlet opening. Page 5175 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 6766 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Specifications Brake Bleeding: Specifications ABS Modulator Bleeder Valves 80 inch lbs. Brake Caliper Bleeder Valve Front 115 inch lbs. Brake Caliper Bleeder Valve Rear 115 inch lbs. Brake Rear Wheel Cylinder Bleeder Valve 62 inch lbs. TCS Modulator Bleeder Valves 80 inch lbs. Brake System Flushing Brake Fluid Volume from the Abs Modulator Bleeder Valves 4 oz. Brake Fluid Volume from the Brake Calipers 8 oz. Brake System Pressure Bleed Initial Pressure Adjustment Setting Leak Testing the Hydraulic Brake System 10 psi Pressure Bleed Procedure Setting 35 psi Page 10177 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Diagrams Page 6502 Brake Adjuster: Service and Repair Drum Brake Adjusting Hardware Replacement Drum Brake Adjusting Hardware Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the rear tire and wheel assembly. 3. Remove the brake drum. 4. Remove the adjuster spring (3). 5. Remove the adjuster actuator lever (1). Installation Procedure 1. Install the adjuster actuator lever (1). 2. Install the adjuster spring (3). 3. Adjust the drum brakes. 4. Install the brake drum. 5. Install the rear tire and wheel assembly. 6. Lower the vehicle. Locations Locations View Page 8338 Page 9963 Electrical Symbols Part 3 Page 1529 1. Install the inlet heater hose. 2. Connect the inlet heater hose to the heater core. 3. Use J 38185 to reposition the inlet heater hose clamp onto the heater core. 4. Connect the inlet heater hose (1) to the quick-connect fitting. 5. Use J 38185 reposition the inlet hose clamp onto the quick connect fitting. 6. Fill the engine coolant. Refer to Draining and Filling Cooling System in Cooling System. Symptom Related Diagnostic Procedures Tires: Symptom Related Diagnostic Procedures Irregular or Premature Wear Tire Diagnosis - Irregular or Premature Wear Tire Wear Inspection Procedure 1. Inspect the front tire wear. 2. Inspect the rear tire wear. 3. Rotate the tires if any of the following conditions exist: ^ The amount of time or mileage since the last tire rotation matches the maintenance schedule. ^ The outer tread blocks are worn more than the middle tread blocks (1). ^ The outer tread blocks are worn more than the inner tread blocks (2). ^ The middle tread blocks are worn more than the outer tread blocks (4). 4. Measure the wheel alignment if any of the following conditions exist: ^ The tread blocks have feathered edges (3). ^ The outer tread blocks are worn more than the inner tread blocks (2). ^ The inner tread blocks are worn more than the outer tread blocks (2). 5. Inspect the struts or the shock absorbers if the tire tread exhibits a cupped appearance (3). Waddle Complaint Tire Diagnosis - Waddle Complaint Tire waddle is a side to side movement at the front of the vehicle and/or the rear of the vehicle. Tire waddle can be caused by the following conditions: ^ A steel belt not being straight within the tire ^ Excessive lateral runout of the tire Page 6631 7. Connect the cables (3) to the bracket (4). 8. Connect the cable (1) to the equalizer (2). 9. Lower the vehicle. Page 1916 Compression Check: Testing and Inspection Engine Compression Test A compression pressure test of the engine cylinders determines the condition of the rings, the valves, and the head gasket. Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse block. 1. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open position. 6. Measure the engine compression, using the following procedure: 6.1. Firmly install the compression gauge to the spark plug hole. 6.2. Have an assistant crank the engine through at least 4 compression strokes in the testing cylinder. 6.3. Record the readings on the gauge at each stroke. 6.4. Disconnect the gauge. 6.5. Repeat the compression test for each cylinder. 7. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70 percent of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 8. The following list contains examples of the possible measurements: ^ When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. ^ When the compression is low on the first stroke and tends to build up on the following strokes, but does not reach the normal compression, the piston rings may be the cause. ^ If the compression improves considerably with the addition of three squirts of oil, the piston rings may be the cause. ^ When the compression is low on the first stroke and does not build up in the following strokes, the valves may be the cause. ^ The addition of oil does not effect the compression, the valves may be the cause. ^ When the compression is low on two adjacent cylinders, or coolant is present in the crankcase, the head gasket may be the cause. 9. Remove the block from the throttle plate. 10. Install the air duct to the throttle body. 11. Install the spark plugs. 12. Install the Powertrain Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block. Page 255 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 3656 Electrical Symbols Part 4 Page 1749 Tires: Technical Service Bulletins Tires - Sidewall Damage File In Section: 03 Suspension Bulletin No.: 01-03-10-011 Date: December, 2001 INFORMATION Subject: Tire Sidewall Damage Models: 2002 and Prior Passenger Cars and Light Duty Trucks Inspection of a number of tires returned to the Warranty Parts Center and the various tire manufacturers has revealed gouges and/or abrasions that are located on the tire's outboard sidewall. Typically, these gouges and/or abrasions appear to be located near where the tire was marked for wheel balance weight installation at the vehicle assembly plant. It has been determined that this type of surface damage to the tire may be the result of dealers or owners using a high pressure power washer to remove wax/paint/ink marks from the tire sidewall. Do not use a high pressure power washer on tires. To remove any markings from the tire's sidewall, only use soap water and a scrub brush. This type of tire sidewall damage should not be considered as a warrantable condition. DISCLAIMER Diagram Information and Instructions Power Window Switch: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4839 Various symbols are used in order to describe different service operations. Page 7840 5. Install the HVAC module assembly. Page 9742 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 9311 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 6901 Multiple Junction Connector: Diagrams C200 Page 5197 6. Lower the vehicle. 7. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 11071 Wiper Motor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 3960 Engine Control Module: Locations The PCM is below the I/P, behind the LH hush panel. Page 9520 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 4040 Various symbols are used in order to describe different service operations. Page 9530 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 4256 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 3310 Electrical Symbols Part 4 Page 5660 Fluid - A/T: Service and Repair Diagram Step 1 Page 1080 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4227 Manifold Absolute Pressure (MAP) Sensor Page 9327 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 5822 Transmission Position Switch/Sensor: Service and Repair PNP Switch Replacement Removal Procedure 1. Disconnect the switch electrical connector. 2. Remove the attaching bolts. 3. Remove the park/neutral position switch assembly. Installation Procedure Page 675 Parts Information Customer Notification General Motors will notify customers of this special policy on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Page 229 Electrical Symbols Part 1 Locations Locations View Inlet Radiator Hose: Service and Repair Inlet Radiator Hose Replacement - Inlet ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the cooling system to a level below the hose being removed. 2. Using the J 38185, reposition the hose clamp at the radiator and the coolant outlet. 3. Remove the radiator inlet hose clamps (1) and hose (2) from the radiator and the coolant outlet. Installation Procedure 1. Install the radiator inlet hose (2) and the clamps (1) to the radiator and the coolant outlet. 2. Using the J 38185, reposition and install the hose clamps at the radiator and the coolant outlet. 3. Fill the cooling system. Specifications Camshaft Gear/Sprocket: Specifications Camshaft Sprocket Bolt ....................................................................................................................... ................................................. 140 Nm (103 ft. lbs.) Page 9901 Electrical Symbols Part 4 Page 5799 Page 4813 Electrical Symbols Part 2 Page 8402 Page 4702 Equivalents - Decimal And Metric Part 1 Page 2604 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 2499 Tighten bolts to 10 Nm (89 inch lbs.). 7. Connect the cooling fan electrical connector. 8. Install wiring harness to retainers on cooling fans. 9. Install air deflector. 10. Install bolt to retain A/C line to fan shroud. Tighten bolt to 10 Nm (89 inch lbs.). Page 9189 Page 10071 Equivalents - Decimal And Metric Part 1 Page 9900 Electrical Symbols Part 3 Page 4041 Conversion - English/Metric Page 8119 Removal Procedure Important: Use the described adhesion promoter to assure adequate bonding of the coupling to the glass. To obtain maximum adhesion between the new mobile antenna couplings and the glass surface, the couplings and the glass must be kept dry and above 15°C (60° F) during the installation and for the 6-8 hours immediately following the installation. Otherwise the new couplings may come off. Also, disregard the drying or curing time information listed in the instructions included in the replacement antenna coupling kits. In the near future, those instructions will be updated with the drying or curing times listed in this bulletin. ^ Do not attempt to reinstall the original cellular couplings using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system, including the air bag deployment notification. 1. Install the inner coupling first if both the inner and the outer coupling are to be replaced. Refer to Coupling Replacement - Antenna Inner. Notice: If you use a razor blade or other sharp tool in order to remove the adhesives or foreign objects from the inside of the rear window, use the blade carefully. Damage to the grid lines may result. 2. Use a small, wide-bladed plastic tool to cut the double back tape material while lifting up on the outer antenna coupling. Installation Procedure 1. Clean the glass with an alcohol wipe. 2. Dry the glass thoroughly using a lint free cloth. Important: The glass adhesion promoter described in the next step must be used to ensure a bonding of the coupling to the glass surface. Failure to use the described adhesion promoter may result in the coupling coming off the glass. Page 9091 1. Position the right trim panel into the rear compartment, and install the trim panel to the original position. 2. Position the left trim panel into the rear compartment, and install the trim panel to the original position. 3. Install the rear seat back. 4. Install the rear seat cushion. 5. Install the rear compartment trim panel retainers (2). 6. Install the spare tire cover to the rear compartment 7. Install the convenience retainers, if equipped. 8. Install the convenience net, if equipped. 9. Install the sill trim plate to the rear compartment. Garnish Molding Replacement - Lower Pillar Garnish Molding Replacement - Lower Pillar Removal Procedure Remove the body hinge pillar garnish molding (1). Grasp the molding from one end and pull the molding away from the pillar. Installation Procedure Page 193 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 9711 Dimmer Switch: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Lighting and Horns Diagrams. Procedures Body Control Module: Procedures 1. The Body Control Module (BCM) must be programmed with the proper RPO configurations. The BCM stores the information regarding the vehicle options and if the BCM is not properly configured with the correct RPO codes, the BCM will not control all of the features properly. Ensure that the following conditions exist in order to prepare for BCM programming: ^ The battery is fully charged. ^ The ignition switch is in the ON position. ^ The data link connector (DLC) is accessible. 2. To setup a new BCM, access the SPECIAL FUNCTIONS menu on the scan tool to program the BCM. Select NEW BCM SETUP and follow the instructions on the scan tool. 3. If the BCM fails to accept the program, perform the following steps: ^ Inspect all BCM connections. ^ Verify that the scan tool has the latest software version. Passlock(TM) Learn Procedures IMPORTANT: If any module is replaced, programming the module must be done prior to performing the Passlock(TM) Learn procedure. Perform the Learn Procedure if any of the following components have been replaced: ^ The Passlock(TM) sensor Refer to Programming Theft Deterrent System Components in Theft Deterrent for the proper procedure. ^ The Body Control Module (BCM) ^ The Powertrain Control Module (PCM) Refer to Powertrain Control Module (PCM) Programming in Computers and Control Systems for the proper procedure. IMPORTANT: After programming, perform the following to avoid future misdiagnosis: 1. Turn the ignition OFF for 10 seconds. 2. Connect the scan tool to the data link connector. 3. Turn the ignition ON with the engine OFF. 4. Use the scan tool in order to retrieve History DTCs from all modules. 5. Clear all history DTCs. Page 10485 Electrical Symbols Part 4 Page 4058 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 1205 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 6254 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 10307 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: All Technical Service Bulletins Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Page 3878 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 4477 5. Connect the EGR valve electrical connector. Page 5031 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 10521 For vehicles repaired under the terms of this special policy, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special policy condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12 for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs for the special policy condition are to be submitted prior to or by January 31, 2006 for 1999-2000 vehicles and May 31, 2007 for 2001-2002 vehicles. Repairs must have occurred within 10 years of the date the vehicle was originally placed in service, or 150,000 km (240,000 km), whichever occurs first. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductible), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Disclaimer Service Procedure The following procedure provides instructions for replacing the hazard warning switch located in the instrument panel (I/P). For additional information, refer to the Lighting subsection in the Body and Accessories section of the appropriate Service Manual or SI. Malibu 1. Remove the cover from the left side instrument panel (I/P) wiring harness junction block access panel. Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Page 5784 To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 2704 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 9096 3. Remove the lock pillar lower trim panel retainer (2). 4. Remove the lock pillar lower trim panel (1) by disengaging the tabs from the clips. Installation Procedure 1. Install the pillar lower trim panel (1). 1. Align and engage the pillar lower trim panel tabs to the clips. 2. Apply pressure to the pillar lower trim panel (1) in order to fully engage the tabs. 2. Install the lock pillar lower trim panel retainer (2). 3. Install the rear seat back bolster to the vehicle if equipped with split/folding rear seat back. 4. Install the rear seat back to the vehicle if equipped with a stationary rear seat back. A/T - Torque Converter Replacement Information Torque Converter: Technical Service Bulletins A/T - Torque Converter Replacement Information INFORMATION Bulletin No.: 01-07-30-010C Date: May 12, 2008 Subject: Automatic Transmission/Transaxle Torque Converter Replacement Models: 2009 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saturn Cars and Light Duty Trucks (Except VTi Equipped Vehicles (RPO M16 and M75) 2009 and Prior Saab 9-7X with ALL Automatic Transmissions and Transaxles Supercede: This bulletin is being revised to add the 2007-2009 model years. Please discard Corporate Bulletin Number 01-07-30-010B (Section 07 - Transmission/Transaxle). The purpose of this bulletin is to help technicians determine when a torque converter should be replaced. Below is a list of general guidelines to follow. The converter should NOT be replaced if the following apply: ^ DTC P0742 - TCC stuck on is set. This code is almost always the result of a controls condition (i.e. stuck TCC solenoid/valve). Experience has shown that this code rarely indicates a mechanical concern within the torque converter. ^ The fluid has an odor or is discolored but no evidence of metal contamination. ^ Fine metal particles (traces of metal flakes/gray color to fluid ) are found in the converter. This is not harmful to the torque converter. ^ The vehicle has been exposed to high mileage. ^ A small amount of wear appears on the hub where the oil pump drive gear mates to the converter (RWD only). A certain amount of such wear is normal for both the hub and oil pump gear. Neither the converter nor the front pump assembly should be replaced. The torque converter should be replaced under any of the following conditions: ^ The vehicle has TCC shudder and/or no TCC apply. First complete all electrical and hydraulic diagnosis and check for proper engine operation. The converter clutch may be damaged. Also the converter bushing and/or internal 0-ring may be damaged. ^ Evidence of damage to the oil pump assembly pump shaft turbine shaft drive sprocket support and bearing or metal chips/debris in the converter. ^ Metal chips/debris are found in the converter or when flushing the cooler and the cooler lines. ^ External leaks in the hub weld area lug weld or closure weld. ^ Converter pilot is broken damaged or fits poorly into the crankshaft. ^ The converter hub is scored or damaged. ^ The transmission oil is contaminated with engine coolant engine oil or water. ^ If excessive end play is found after measuring the converter for proper end play (refer to Service Manual). ^ If metal chips/debris are found in the fluid filter or on the magnet and no internal parts in the unit are worn or damaged. This indicates that the material came from the converter. ^ The converter has an unbalanced condition that results in a vibration that cannot be corrected by following Converter Vibration Procedures. ^ Blue converter or dark circular ring between lugs. This condition will also require a complete cleaning of the cooler and a check for adequate flow Page 892 Knock Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 9535 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 685 Left Side Of The Instrument Panel Page 2855 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 5933 For vehicles repaired under warranty, use the table. Disclaimer Service and Repair Sunroof / Moonroof Cable: Service and Repair Sunroof Drive Cable Replacement Tools Required J 38043Sunroof T-Wrench Removal Procedure 1. Remove the sunroof window. 2. Use J 38043 in the sunroof motor slot and manually lower the sunroof guides to the closed position. 3. Disconnect the sunroof actuator. 4. From above the vehicle, remove the left and right sunroof cable retainer fasteners. 5. Remove the retainers. 6. Lift the drive cable end out of the guide assembly. 7. Hold the sunroof cable guide tubes in position. 8. Pull the cables out of the sunroof cable guide tubes. Installation Procedure Important: Replace the cables if they are kinked. Replace the cables in pairs. Sunroof cables have a flexible sealer at the tray assembly. Ensure that the seal is not broken during cable removal or installation. 1. Hold the cable tubes in position. 2. Push the sunroof drive cables into the guide tubes. Do not kink the cables. 3. Engage the cables into the guide assemblies. Page 3784 Steps 11-15 Page 2543 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 1909 Vehicle Lifting: Service and Repair Jacking When you are lifting a vehicle with a vehicle jack or a floor jack, block the wheels at the opposite end from which you are lifting. Use jack stands to provide additional support. Under the Frame Rails Position the floor jack pad under the frame rail shipping slot reinforcements. IMPORTANT: ^ The floor jack pad must not contact the rocker panel to the outside of the frame rail shipping slot reinforcements. ^ The floor jack pad must not contact or the floor pan. Under The Front Suspension Crossmember Under the Front Suspension Crossmember Position the floor jack pad as follows: ^ Spanning at least two of the (front suspension crossmember) rear reinforcement ribs (preferred location). ^ Spanning both of the (front suspension crossmember) front reinforcement ribs (optional location). Under the Rear Suspension Crossmember Position the floor jack pad as follows: IMPORTANT: The floor jack pad must not be placed under the (rear suspension crossmember) front reinforcement rib. Page 7089 Relay Box: Locations Underhood Junction Block Underhood Fuse Block (Part 1) Specifications Fuel Pressure: Specifications Fuel System Pressure Fuel System Pressure Key On Engine Off 52-59 psi Page 248 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 5080 Electrical Symbols Part 1 Page 2785 PCM Connector C2 Part 2 Page 1580 All 2006 and future model transmissions that use DEXRON(R)-VI are to be serviced ONLY with DEXRON(R)-VI fluid. DEXRON(R)-VI is an improvement over DEXRON(R)-III in the following areas: * These ATF change intervals remain the same as DEXRON(R)-III for the time being. 2006-2008 Transmission Fill and Cooler Flushing Some new applications of the 6L80 six speed transmission will require the use of the J 45096 Flushing and Flow Tester to accomplish transmission fluid fill. The clean oil reservoir of the machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI. Parts Information Disclaimer Page 2653 6. Remove the intermediate pipe from the hanger. 7. Remove the intermediate pipe. 8. Remove the three-way catalytic converter seal. 9. Clean the flange surface. Installation Procedure 1. Install the three-way catalytic converter seal. Powertrain Control Module (PCM) Replacement Engine Control Module: Service and Repair Powertrain Control Module (PCM) Replacement REMOVAL PROCEDURE NOTE: In order to prevent internal damage to the PCM, the ignition must be OFF when disconnecting or reconnecting the PCM connector. Service should normally consist of either replacement of the powertrain control module (PCM) or electrically erasable programmable read-only memory (EEPROM) re-programming. If the diagnostic procedures call for the PCM to be replaced, the PCM should be inspected first in order to verify the PCM is the correct part. DTC P0602 indicates the EEPROM programming has malfunctioned. When DTC P0602 is set, re-program the EEPROM. CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Remove the left hush panel. 3. Loosen the PCM connector screws (1). NOTE: Do not touch the PCM connector pins or soldered components on the circuit board in order to prevent possible electrostatic discharge (ESD) damage. Do not remove the integrated circuit boards from the carrier. 4. Disconnect the PCM electrical connectors. 5. Depress the PCM retaining tabs. Page 4822 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Campaign - T/S/Hazard Switch Warranty Extension Technical Service Bulletin # 04098A Date: 060111 Campaign - T/S/Hazard Switch Warranty Extension Bulletin No.: 04098A Date: January 11, 2006 SPECIAL POLICY Subject: 04098 - Special Policy Adjustment - Turn Signal/Hazard Warning Flashers Models: 1999-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am Supercede: This bulletin is being revised to include 2001-2002 Chevrolet Malibu, Oldsmobile Alero, and Pontiac Grand Am vehicles. Due to part availability, it is anticipated that customers will not be notified until late April 2006. In the meantime, should a customer bring in a 2001-2002 Chevrolet Malibu, Oldsmobile Alero, or Pontiac Grand Am vehicle because the turn signal/hazard warning flashers are inoperative, repair the vehicle as described in this bulletin and submit the claim using the labor code found in this bulletin. Please discard all copies of bulletin 04098 issued December 2004. Condition Some customers of 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass may have turn signal/hazard flashers that become inoperative. Special Policy Adjustment This special policy covers the condition described above for a period of 10 years or 150,000 miles (240,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For 1999-2000 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after December 23, 2004 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to December 23, 2004 must be submitted to the Service Contract provider. For 2001-2002 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after January 11, 2006 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to January 11, 2006 must be submiffed to the Service Contract provider. Vehicles Involved Page 4926 11. If applicable connect the cruise control cable to the throttle lever and accelerator bracket. 12. Connect the accelerator controls cable. 13. Install the air intake tube. 14. Connect the air intake tube. 15. Connect the IAT sensor electrical connector. 16. Connect the breather into the air tube. 17. Fill the coolant. Refer to Draining and Filling Cooling System in Cooling System. IMPORTANT: The throttle should operate freely without binding between full closed and wide open throttle. Page 787 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 3590 Body Control Module: Connector Views Body Control Module (BCM) C1 Page 10583 Parts Information Parts are currently available from GMSPO. Warranty Information Page 7431 Notice: Refer to Fastener Notice in Service Precautions. 2. Connect the trailing arm (3) to the body (1) and install the bolt (2). ^ Tighten the trailing arm to body bolt to 65 Nm (48 ft. lbs.) plus 120 degrees rotation. ^ Tighten the knuckle bolt to 69 Nm (51 ft. lbs.). 3. Lower the vehicle. Page 1318 Power Window Switch: Connector Views Window Switch - Driver, C1 Page 10012 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 3808 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. OnStar(R) - Number Incorrect/Incorrectly Assigned Cellular Phone: Customer Interest OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 4263 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 2251 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 4928 Throttle Body: Service and Repair Throttle Body Cleaning Procedure 1. Remove the air cleaner outlet duct. 2. Remove the air inlet screen, if applicable. 3. Inspect the throttle body bore and the throttle valve plate for deposits. You must open the throttle valve in order to inspect all of the surfaces. NOTE: Do not subject a throttle body assembly which contains the following components to an immersion cleaner or a strong solvent: ^ Throttle position (TP) sensor ^ Idle air control (IAC) valve ^ Sealed throttle shaft bearings The cleaners will damaged the electric components or sensors. The cleaners will damage some of these components that contain seals or O-rings. Solvents can wash away or break down the grease used on non-serviceable throttle shaft bearings. Never use a wire brush or scraper to clean the throttle body. A wire brush or sharp tools may damage the throttle body components. Do not use a cleaner that contains methyl ethyl ketone. This extremely strong solvent may damage components and is not necessary for this type of cleaning. 4. Clean the throttle body bore and the throttle valve plate using a clean shop towel with GM Top Engine Cleaner, P/N 1052626 (Canadian P/N 993026) or an equivalent product. 5. If the deposits are excessive, remove and disassemble the throttle body for cleaning. After disassembly, clean the throttle body using a parts cleaning brush. DO NOT immerse the throttle body in any cleaning solvent. 6. If you removed and disassembled the throttle body for cleaning, assemble and install the throttle body. 7. Install the air inlet screen, if applicable. 8. Install the air cleaner outlet duct. Navigation Radio - Adaptation After Radio/Battery R&R; Navigation System: All Technical Service Bulletins Navigation Radio - Adaptation After Radio/Battery R&R; INFORMATION Bulletin No.: 08-08-44-023 Date: June 18, 2008 Subject: Information On Navigation Radio Not Displaying Accurate Vehicle Location After Radio Replacement, Power Loss Or Battery Replacement Models: 2009 and Prior GM Passenger Cars and Trucks (Including Saturn) 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Navigation Radio The purpose of this bulletin is to inform technicians and customers that the Navigation Radio may not display the vehicle location icon on the map accurately after a radio or battery has been replaced or after battery power has been removed from the radio. The vehicle location icon accuracy may be degraded if the GPS signal is not available and the GPS displayed icon has a red line through it. The Navigation Radio does not keep learned GPS information or gyroscope and vehicle speed signals stored when the battery power is removed from the radio. The Navigation radio continually uses GPS, gyroscope and vehicle speed data to maintain the vehicle location icon positioned accurately on the displayed map. There may be periods of time during a drive cycle when the GPS signal may not be available and the vehicle location icon still appears to be accurate. This is due to the radio having internal gyroscopes and receiving a vehicle speed signal to maintain accuracy if the radio had received a good GPS signal earlier in the drive cycle. Normal driving will improve the accuracy of the vehicle location icon on the displayed map. It may be necessary for the vehicle to be driven up to 40 km (25 mi) with 15 left and 15 right turns while the vehicle location icon is matched to roads on the displayed map. Do not replace the radio for this condition. Disclaimer Page 1796 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Page 8903 2. Install the rear window regulator bolts (1). Tighten the bolts to 10 N.m (89 lb in). Connect the rear window regulator motor electrical connector. 3. Install the rear window. 4. Install the rear door water deflector. 5. Install the rear door trim panel. Page 3862 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 7703 Blower Motor Relay: Service and Repair BLOWER MOTOR RELAY REPLACEMENT REPAIR PROCEDURE 1. Remove the electrical center cover. 2. Remove the blower motor control relay from the electrical center INSTALLATION PROCEDURE 1. Install the blower control relay to the electrical center. 2. Install the electrical center cover. Page 2904 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Locations Underhood Fuse Block (Part 1) Page 3844 Manifold Pressure/Vacuum Sensor: Service and Repair MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the screws that attach the MAP sensor to the bracket. 3. Disconnect the MAP sensor electrical connector. 4. Disconnect the MAP inlet vacuum hose. 5. Remove the MAP sensor from the bracket. INSTALLATION PROCEDURE 1. Position the MAP sensor to the bracket. 2. Connect the MAP inlet vacuum hose. 3. Connect the MAP sensor electrical connector. NOTE: Refer to Fastener Notice in Service Precautions. 4. Install the retaining bolt. Tighten Tighten the retaining bolt to 3 N.m (27 lb in). Page 3469 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Compressor Clutch Coil Removal (V5 - Direct Mount) Compressor Clutch Coil: Service and Repair Compressor Clutch Coil Removal (V5 - Direct Mount) TOOLS REQUIRED ^ J 41790 Compressor Holding Fixture ^ J 8433 Compressor Pulley Puller ^ J 8433-3 Forcing Screw ^ J 33025 Clutch Coil Puller Legs ^ J 33023-A Puller Pilot 1. Install the compressor onto the J 41790. 2. Install the J 33023-A onto the front head of the compressor. 3. Remove the compressor clutch plate and hub assembly. 4. Remove the compressor rotor and bearing assembly. Diagrams Automatic Transmission (A/T) Shift Indicator Lamp Diagram Information and Instructions Ambient Light Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Diagrams PASSLOCK Sensor Page 2098 Oil Level Sensor: Service and Repair Engine Oil Level Sensor and/or Switch Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Drain the oil from the oil pan. 3. Disconnect the electrical connector from the oil level sensor. 4. Remove the retainer bolt from the oil pan. 5. Remove the oil level sensor from the oil pan. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the oil level sensor to the oil pan with the retainer bolt. Tighten the bolt to 16 Nm (12 ft. lbs.). 2. Connect the electrical connector to the oil level sensor. 3. Lower the vehicle. 4. Add oil to the proper level. Page 7638 Air Door Actuator / Motor: Service and Repair Defroster Actuator Replacement REMOVAL PROCEDURE 1. Remove the IP carrier 2. Remove the blue vacuum hose (1) and the green vacuum hose (2) from the defroster actuator. Note the location of the hoses. 3. Remove the defroster actuator. 3.1. Lift the actuator lock tab. 3.2. Slide off the actuator. Page 1095 3. Install the 2 TP sensor fasteners, using a thread-locking compound on the screws. Loctite(R) 262, GM P/N #1052624., or equivalent should be used. Tighten Tighten the TP sensor attaching screws to 2 N.m (18 lb in). 4. Connect the TP sensor electrical connector. 5. Install the air intake duct. Page 10970 2. Install the rear window regulator bolts (1). Tighten the bolts to 10 N.m (89 lb in). Connect the rear window regulator motor electrical connector. 3. Install the rear window. 4. Install the rear door water deflector. 5. Install the rear door trim panel. Page 2655 Exhaust Pipe: Service and Repair Tail Pipe Replacment Tail Pipe Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the muffler nuts from the intermediate pipe. 3. Remove the muffler from the hangers. Installation Procedure Page 10625 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4865 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 2726 Various symbols are used in order to describe different service operations. Page 10224 12. Connect the electrical connector to the hazard warning switch. 13. Connect the electrical connectors to the other switches in the trim plate. 14. Position and align the IP cluster trim plate to the IP and carefully press into place. 15. Install the two screws that attach the IP cluster bezel to the IP. Tighten Tighten to 2 N.m (18 lb in). 16. Install the upper steering column cover to the steering column. 17. Position the lower steering column cover to the upper cover and install the three attaching screws. Tighten Tighten to 2 N.m (18 lb in). 18. Install the AIR BAG fuse in the panel and install the cover. 19. Turn the ignition switch to the ON position and verify that the AIR BAG light flashes seven times and goes out. Verify hazard warning switch operation. Alero, Cutlass 1. Remove the hazard warning switch bezel from the IP using a small flat-bladed tool to release the retainers. Important: Both retainers must be released at the same time in order to remove the air outlet in the next step. 2. Using two flat-blade screwdrivers (2), carefully release the two retainers that attach the IP center air outlet (1). With both retainers released, pull Service and Repair Power Steering Bleeding: Service and Repair Bleeding the Power Steering System ^ Tools Required J 35555 Metal Mityvac - J 43485 Power Steering Bleeder Adapter Important: Hoses touching the frame, body, or engine may cause system noise. 1. Verify that the hoses do not touch any other part of the vehicle. Important: Loose connections may not leak, but could allow air into the steering system. 2. Verify that all hose connections are tight. Notice: If the power steering system has been serviced, an accurate fluid level reading cannot be obtained unless air is bled from the steering system. The air in the fluid may cause pump cavitation noise and may cause pump damage over a period of time. Important: Maintain the fluid level throughout the bleed procedure. 3. Remove the pump reservoir cap. Important: Use clean, new power steering fluid only. 4. Fill the pump reservoir with fluid to the FULL COLD level. 5. Attach the J 43485 to the J 35555 or equivalent. 6. Place the J 43485 on or in the pump reservoir filler neck. 7. Apply a vacuum of 68 kPa (20 in Hg) maximum. 8. Wait 5 minutes. Typical vacuum drop is 7 - 10 kPa (2 - 3 in Hg). If the vacuum does not remain steady, refer to Excessive Vacuum Drop Diagnosis at the end of this procedure. 9. Remove the J 43485 and the J 35555. 10. Reinstall the pump reservoir cap. 11. Start the engine. Allow the engine to idle. 12. Turn off the engine. Page 5678 3. Install the cooler pipe bracket stud. 4. Install the transmission oil cooler pipes. 5. Lower the vehicle. 6. Inspect the transmission fluid level. 7. Operate the engine for 2 or 3 minutes. 8. Inspect the transmission fluid level. Page 7574 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Page 3735 PCM Connector C1 Part 3 Page 4744 Fuel Rail Assembly 12. Remove the fuel rail retaining bolts. 13. Remove the fuel rail assembly. 14. Remove the injector O-ring seal from the spray tip end of each injector. INSTALLATION PROCEDURE NOTE: ^ Use care when servicing the fuel system components, especially the fuel injector electrical connectors, the fuel injector tips, and the injector O-rings. Plug the inlet and the outlet ports of the fuel rail in order to prevent contamination. ^ Do not use compressed air to clean the fuel rail assembly as this may damage the fuel rail components. ^ Do not immerse the fuel rail assembly in a solvent bath in order to prevent damage to the fuel rail assembly. Fuel Rail Assembly 1. Install the fuel rail assembly into the intake manifold. Tilt rail assembly to install injectors. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the fuel rail attaching bolts. Tighten Tighten the fuel rail attaching bolt to 10 N.m (89 lb in). Page 4289 Electrical Symbols Part 4 Page 4559 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 6872 7. Connect the retainers for the electrical cable at the rear of the electrical center. 8. Install the box retainers by the electrical cables. 9. Close the lower cover of the electrical center. 10. Turn the electrical center right side up. 11. Attach the box retainer next to the electrical cables. 12. Connect the electrical cable retainers at the rear of the electrical center. Locations Locations View Page 10468 2. Remove the AIR BAG fuse from the panel. 3. Remove the three screws attaching the lower steering column cover to the steering column. 4. Remove the upper steering column cover. 5. Remove the two screws that attach the IP cluster bezel to the IP. 6. Using a small flat-blade screwdriver, gently pry out and remove the IP cluster trim plate from the IP. 7. Disconnect the electrical connectors from the other switches in the trim plate. 8. Disconnect the electrical connector from the hazard warning switch. 9. Using a small flat-blade screwdriver, carefully push in on the tabs to release the hazard warning switch from the IP cluster trim plate. 10. Remove the hazard warning switch by pushing in an outward motion on the switch while holding onto the IP cluster trim plate. 11. Install the new hazard warning switch by pushing in an inward motion on the switch while holding onto the IP cluster trim plate. Push inward on the switch until it is fully seated into the IP cluster trim plate. Procedures Body Control Module: Procedures 1. The Body Control Module (BCM) must be programmed with the proper RPO configurations. The BCM stores the information regarding the vehicle options and if the BCM is not properly configured with the correct RPO codes, the BCM will not control all of the features properly. Ensure that the following conditions exist in order to prepare for BCM programming: ^ The battery is fully charged. ^ The ignition switch is in the ON position. ^ The data link connector (DLC) is accessible. 2. To setup a new BCM, access the SPECIAL FUNCTIONS menu on the scan tool to program the BCM. Select NEW BCM SETUP and follow the instructions on the scan tool. 3. If the BCM fails to accept the program, perform the following steps: ^ Inspect all BCM connections. ^ Verify that the scan tool has the latest software version. Passlock(TM) Learn Procedures IMPORTANT: If any module is replaced, programming the module must be done prior to performing the Passlock(TM) Learn procedure. Perform the Learn Procedure if any of the following components have been replaced: ^ The Passlock(TM) sensor Refer to Programming Theft Deterrent System Components in Theft Deterrent for the proper procedure. ^ The Body Control Module (BCM) ^ The Powertrain Control Module (PCM) Refer to Powertrain Control Module (PCM) Programming in Computers and Control Systems for the proper procedure. IMPORTANT: After programming, perform the following to avoid future misdiagnosis: 1. Turn the ignition OFF for 10 seconds. 2. Connect the scan tool to the data link connector. 3. Turn the ignition ON with the engine OFF. 4. Use the scan tool in order to retrieve History DTCs from all modules. 5. Clear all history DTCs. Page 3307 Electrical Symbols Part 1 Page 4889 Throttle Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 2905 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 10070 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 1448 Drive Belt Vibration Diagnosis Diagnostic Aids The accessory drive components can have an affect on engine vibration. Such as but not limited to the A/C system over charged, the power steering system restricted or the incorrect fluid, or an extra load on the generator. To help identify an intermittent or an improper condition, vary the loads on the accessory drive components. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. This test is to verify that the symptom is present during diagnosing. Other vehicle components may cause a similar symptom such as the exhaust system, or the drivetrain. 3. This test is to verify that the drive belt(s) or accessory drive components may be causing the vibration. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. The drive belt(s) may cause a vibration. While the drive belt(s) is removed this is the best time to inspect the condition of the belt. 6. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. 8. This step should only be performed if the fan is driven by the drive belt. Inspect the engine cooling fan for bent, twisted, loose, or cracked blades. Inspect the fan clutch for smoothness, ease of turning. Inspect for a bent fan shaft or bent mounting flange. 9. This step should only be performed if the water pump is driven by the drive belt. Inspect the water pump shaft for being bent. Also inspect the water pump bearings for smoothness and excessive play. Compare the water pump with a known good water pump. 10. Accessory drive component brackets that are bent, cracked, or loose may put extra strain on that accessory component causing it to vibrate. Drive Belt Whine Drive Belt Whine Diagnosis Page 1669 Fuse Block Underhood, C3 Page 2386 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve to bleed fuel system pressure. 2. Place a shop towel under the fuel pressure gage adaptor fitting to catch any remaining fuel spillage. 3. Remove the J 34730-1A from the adaptor fitting. 4. Remove the J 34730-262. 5. Drain any fuel remaining in the fuel pressure gage into an approved container. 6. Install the cap on the fuel pressure connection. Page 10639 Tail Lamp: Testing and Inspection For information regarding this component and the system that it is a part of, please refer to Lighting and Horns Testing and Inspection. Page 2928 Electrical Symbols Part 2 Page 3919 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 2795 ^ If you are performing the pass-through programming procedure using a notebook computer without the power cord, ensure that the internal battery is fully charged. After Programming a Control Module The powertrain may operate slightly different after a control module software/calibration update. Operating the powertrain through various driving conditions allows the control module to re-learn certain values. The control module must re-learn the following after a software/calibration update: ^ Fuel trim correction ^ Idle Air Control (IAC) learned position ^ Automatic transmission shift adapts Other learned values only re-learn by performing a service procedure. If a control module is replaced the following service procedures may need to be performed: ^ The crankshaft variation learn procedure ^ The engine oil life reset procedure ^ The idle learn procedure ^ The inspection/maintenance complete system set procedure ^ The vehicle theft deterrent password learn procedure ^ The Throttle Position (TP) sensor learn procedure Page 10755 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 4196 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Locations Oil Level Sensor For ECM: Locations Locations View Engine Oil Level Switch (If Equipped) Page 3619 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 8475 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 9814 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2442 NOTE: ^ Be sure plug threads smoothly into cylinder head and is fully seated. Use a thread chaser if necessary to clean threads in cylinder head. Cross-threading or failing to fully seat spark plug can cause overheating of plug, exhaust blow-by, or thread damage. Follow the recommended torque specifications carefully. Over or under-tightening can also cause severe damage to engine or spark plug. ^ Refer to Fastener Notice in Service Precautions. 2. Install the spark plugs to the engine. Tighten Tighten the spark plugs to 15 N.m (11 lb ft). 3. Install the spark plug wires to the spark plugs. Page 1683 4. Install the outboard junction block electrical connector to the IP fuse block Left side shown, right side similar. 5. Engage the outboard junction block electrical connector to the IP fuse block until connector tabs are fully seated. Tighten Tighten the outboard junction block electrical connector bolt to 3 N.m (27 lb in). 6. Install the outer trim covers (1, 3) to the Instrument Panel (IP) carrier (2). 7. Connect the negative battery cable. Page 2355 Oil Pressure Sender: Connector Views Engine Oil Pressure (EOP) Switch Engine Oil Pressure (EOP) Sensor Page 7193 13. Verify the fluid level. Repeat steps 11-13 until the fluid stabilizes. Important: Do not turn steering wheel to lock. 14. Start the engine. Allow the engine to idle. 15. Turn the steering wheel 180-360 degrees in both directions 5 times. 16. Switch the ignition off. Notice: When adding fluid or making a complete fluid change, always use the proper power steering fluid. Failure to use the proper fluid will cause hose and seal damage and fluid leaks. 17. Verify the fluid level. 18. Remove the pump reservoir cap. 19. Attach the J 43485 to the J 35555 or equivalent. 20. Place the J 43485 on or in the pump reservoir filler neck. 21. Apply a vacuum of 68 kPa (20 in Hg) maximum. 22. Wait 5 minutes. 23. Remove the J 43485 and the J 35555. 24. Verify the fluid level. 25. Reinstall the pump reservoir cap. Page 5039 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Locations Locations View Page 777 Electrical Symbols Part 2 Page 10847 Electrical Symbols Part 4 Page 8677 Equivalents - Decimal And Metric Part 1 Page 1349 Alignment: Specifications All measurements are taken with a full fuel tank. The Measurements for D,J,K and Z all have +/- 10 mm (3/8 in Trim Height Specifications 4 Door Suspension FE1 Engine LD9/L82 P/215/60R15 Z 0 D 4 27/32 in J 9 21/64 in K 9 39/64 in Page 7768 10. Lower the vehicle. 11. Install the drive belt. Specifications Steering Wheel: Specifications Steering Wheel Nut 27 ft. lbs. Page 2700 Electrical Symbols Part 2 Page 4576 Repairs to non-FlexFuel vehicles that have been fueled with E85 are not covered under the terms of the New Vehicle Warranty. A complete list of GM's FlexFuel vehicles can be found in this Service Bulletin, or at www.livegreengoyellow.com. E85 Compatible Vehicles The only E85 compatible vehicles produced by General Motors are shown. Only vehicles that are listed in the E85 Compatible Vehicles section of this bulletin and/or www.livegreengoyellow.com are E85 compatible. All other gasoline and diesel engines are NOT E85 compatible. Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause driveability issues, service engine soon indicators as well as increased fuel system corrosion. Repairs to non-FlexFuel vehicles that have been fueled with E85 are not covered under the terms of the New Vehicle Warranty. Disclaimer Page 1441 Drive Belt: Testing and Inspection Drive Belt Falls Off Drive Belt Falls Off Diagnosis Diagnostic Aids If the drive belt(s) repeatedly falls Off the drive belt pulleys, this is because of pulley misalignment. An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall Off the pulleys. Verify the accessory drive components operate properly. If the drive belt(s) is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. This inspection is to verify the condition of the drive belt. Damage may of occurred to the drive belt when the drive belt fell OFF. The drive belt may of been damaged, which caused the drive belt to fall OFF. Inspect the belt for cuts, tears, sections of ribs missing, or damaged belt plys. 4. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misalign pulley using a straight edge in the pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation procedure of that pulley. 5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 6. Accessory drive component brackets that are bent or cracked will let the drive belt fall OFF. 7. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. Missing, loose, or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket. Page 3918 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Procedures Windshield Moulding / Trim: Procedures Stationary Window Reveal Molding Repair Removal Procedure Caution: Refer to Glass and Sheet Metal Handling Caution in Service Precautions. Important: The window reveal molding fills the cavity between the body and window. If the reveal molding is stretched or damaged, it cannot be reused and it must be replaced. 1. Lift up on the loose area of the reveal molding. 2. Clean the top edge of the window surface and the reveal molding with a 50/50 mixture of isopropyl alcohol and water by volume on a dampened lint-free cloth. 3. If the reveal molding cannot be reused, refer to Urethane Adhesive Installation of Stationary Windows. Installation Procedure Caution: Refer to Window Retention Caution in Service Precautions. 1. Verify all primers and urethane adhesive are within expiration dates. Important: Use care when applying the prep, clear #1, to the window. This primer dries almost instantly, and may stain the viewing area of the window if not applied evenly. 2. Use a new dauber in order to apply glass prep, clear #1, to the channel area approximately 13 mm (1/2 in) to the upper edge of the window. 3. Wipe the glass primed area immediately with a clean lint-free cloth. 4. Shake the glass primer, black #2, for at least 1 minute. 5. Use a new dauber in order to apply glass primer, black #2, to the top edge of the window. 6. Apply a small bead of urethane adhesive (2) between the window (1) and the pinch-weld. Page 10316 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Description and Operation Sunroof / Moonroof Limit Switch: Description and Operation SUNROOF OPENING POSITION SWITCH/SUNROOF LIMIT SWITCHES The sunroof limit switches within the sunroof opening position switch, track the position of the glass through 2 limit switches: ^ Soft Stop limit ^ Vent Stop limit The sunroof control module monitors the limit switches and based on the inputs determines the position of the sunroof glass. As a limit switch closes, the 5 volt reference will be shorted to the sunroof limit switch low reference circuit, pulling the 5 volt reference to 0 volts. The sunroof control module understands the position of the sunroof glass based on the different input combinations from the sunroof limit switch range switch circuit and the sunroof limit switch soft stop signal circuit inputs. Page 3207 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 2800 Locations View The fuel pump relay is located in underhood fuse block. The underhood fuse block is located left side of the engine compartment. Page 3017 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 1663 Fuse Block Left IP, C3 Page 6660 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 7496 Tires: Service and Repair Tire Rotation Tire Rotation Rotate the tires and wheels at frequent intervals to equalize wear. In addition to scheduled rotation, rotate the tire and wheel whenever uneven tire wear is noticed. Radial tires tend to wear faster in the shoulder area, particularly in front positions. Radial tires in non-drive locations may develop an irregular wear pattern that may increase tire noise. This makes regular rotation especially necessary. Always use a 4-wheel rotation. After rotation, check the wheel nuts for specified torque. Then, set the tire pressure. Locations Locations View Diagrams Sunroof Switch Page 5553 Case: Service and Repair Case Side Cover Replacement Removal Procedure 1. Remove the air cleaner housing assembly. 2. Remove the underhood electrical center from the bracket. 3. Remove the underhood electrical center bracket. Service and Repair Front Fender Liner: Service and Repair Front Fender Liner Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the screws from the mud flap, if equipped. 4. Remove the mud flap from the fender, if equipped. 5. Remove the front fender liner to front bumper fascia bolts. 6. Remove the push-in retainers from the front fender liner. 7. Remove the front fender liner to front fender bolts (4). 8. Remove the front fender liner from the front fender. Installation Procedure 1. Position the front fender liner to the front fender. 2. Install the push-in retainers to the front fender liner. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the front fender liner to front fender bolts (4). Tighten the bolts to 2 N.m (18 lb in). Page 5209 Electrical Symbols Part 1 Page 9809 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2415 5. Tighten the two air intake duct clamps 6. Connect the breather tube to the air intake duct. 7. Connect the IAT sensor electrical connector. 8. Connect the MAF sensor electrical connector. Page 3620 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 3128 5. Remove the TP sensor and O-ring. INSTALLATION PROCEDURE 1. Install the TP sensor O-ring on the TP sensor. 2. Install the TP sensor on the throttle body assembly. NOTE: Refer to Fastener Notice in Service Precautions. Page 10414 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 92 1. Install the express module to the sunroof module by sliding the express module (8) towards the left side of the vehicle. 2. Install the nylon tie straps to the express module (8). 3. Connect the wire harness connectors to both ends of the express module (8). 4. Install the headliner, as necessary. 5. Check for proper operation of the sunroof. Page 257 Conversion - English/Metric Page 8219 For vehicles repaired under warranty, use the table. Disclaimer Page 8746 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 1892 8. The final connection is made to a heavy, unpainted metal engine part of the vehicle with the discharged battery. This final attachment must be at least 46 cm (18 in) away from the dead battery. 9. Start the engine of the vehicle that is providing the boost. NOTE: Never operate the starter motor more than 15 seconds at a time without pausing in order to allow it to cool for at least 2 minutes. Overheating will damage the starter motor. 10. Crank the engine of the vehicle with the discharged battery. 11. The black negative (-) cable must be first disconnected from the vehicle that was boosted. 12. Disconnect the black negative (-) cable from the negative (-) terminal of the booster battery. NOTE: Do not let the cable end touch any metal. Damage to the battery and other components may result. 13. Disconnect the red positive (+) cable from the positive (+) terminal of the booster battery. 14. Disconnect the red positive (+) cable from the remote positive (+) terminal of the vehicle with the discharged battery. Page 10707 the bottom of the outlet rearward to release the top. 3. Remove the two 7 mm hex head screws attaching the IP cluster trim panel to the IP. 4. Remove the trim plate from the IP by pulling up and out to release the lower retainers. 5. Disconnect the trip reset switch electrical connector. 6. Remove the four 7 mm hex head screws attaching the instrument cluster to the IP. 7. Remove the instrument cluster from the opening and reposition as necessary. It is not necessary to disconnect the electrical connector. 8. Through the instrument cluster opening in the IP, remove one of the three 7 mm hex head screws that attach the hazard warning switch to the IP. 9. Through the center air outlet opening in the IP, remove the remaining two 7 mm hex head screws that attach the hazard warning switch to the IP. 10. Remove the hazard warning switch through the center air outlet opening. Page 717 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 10864 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 8368 For vehicles repaired under warranty use, the table. Disclaimer Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gage Fitting INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution and Fuel Gage Leak Caution in Service Precautions. NOTE: Clean all of the following areas before performing any disconnections in order to avoid possible contamination in the system: ^ The fuel pipe connections ^ The hose connections ^ The areas surrounding the connections IMPORTANT: Position the fuel pressure gage fitting to avoid contact with the belt. 1. Install the J 34730-1A with the J 34730-262 to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Refer to Fuel Storage Caution in Service Precautions. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool until all of the air is bled out of the gage. 6. Close the bleed valve on the fuel pressure gage. 7. Command the fuel pump ON with a scan tool. 8. Inspect for fuel leaks. REMOVAL PROCEDURE Page 1291 Electrical Symbols Part 3 Page 7228 Air Bag(s) Arming and Disarming: Service and Repair Enabling 1. Connect the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 2. Install the Connector Position Assurance (CPA) (2) to the IP module connector (3). 3. Install the RH I/P wiring harness junction block access panel. 4. Connect the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 5. Install the CPA (2) to the steering wheel module coil connector (1). 6. Install the AIR BAG Fuse to the LH I/P wiring harness junction block. 7. Install the LH I/P wiring harness junction block access panel. 8. Staying well away from both air bags, turn ON the ignition. 8.1. The AIR BAG indicator will flash seven times. 8.2. The AIR BAG indicator will then turn OFF. 9. Perform Diagnostic System Check - SIR if the AIR BAG indicator does not operate as described. 1-2 Shift Solenoid (SS) Valve Connector, Wiring Harness Side Page 7665 Air Register: Service and Repair Air Outlet Replacement - Rear Floor REMOVAL PROCEDURE 1. Remove the front carpet. 2. Remove the right side rear seat heat duct from the stud. 3. Remove the right side rear seat heat duct from the left side rear seat heat duct. 4. Remove the left side rear seat heat duct from the stud. 5. Remove the left side rear seat heat duct from the rear floor air outlet duct. INSTALLATION PROCEDURE 1. Install the left side rear seat heat duct to the rear floor air outlet duct. 2. Install the left side rear seat heat duct on the stud. 3. Install the right side rear seat heat duct to the left side rear seat heat duct. 4. Install the right side rear seat heat duct on the stud. 5. Install the front carpet. Page 3059 Oxygen Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 3821 Knock Sensor (KS) Page 791 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3820 Conversion - English/Metric Testing and Inspection Seat Belt Retractor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Seat Belt Systems / Testing and Inspection. Diagrams Page 11074 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2533 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 29 Disclaimer Page 880 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 10905 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 4292 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 4202 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3326 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 456 Conversion - English/Metric Page 4106 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 254 Equivalents - Decimal And Metric Part 1 Page 9259 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 3719 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 7283 Built Prior to VIN Breakpoint shown. A new outer tie rod end service kit has been released. When replacing the outer tie rod ends, use the improved tie rod end service kit and modify the knuckles. Follow the service procedure below. Procedure Important: DO NOT USE the following outer tie rod end P/N's when servicing the above listed vehicles: ^ 26086579 ^ 26086580 1. Raise and support the vehicle. 2. Remove the front tire and wheel assemblies. Service and Repair Hood Insulator / Pad: Service and Repair Hood Insulator Replacement Removal Procedure 1. Open the hood. 2. Remove the hood insulator retainers (3) from the hood. 3. Remove the hood insulator (2) from the hood. Installation Procedure 1. Position the hood insulator (2) to the hood. 2. Install the hood insulator push-in retainers (3). 3. Close the hood. Page 236 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 2921 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Turn OFF the ignition. 2. Drain the coolant below the level of the ECT sensor. Refer to Draining and Filling Cooling System in Cooling System. 3. Disconnect the sensor electrical connector. 4. Carefully remove the ECT sensor. INSTALLATION PROCEDURE NOTE: ^ Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. ^ Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Coat the threads with sealer GM P/N 9985253 or equivalent. NOTE: Refer to Fastener Notice in Service Precautions. 2. Carefully install the ECT sensor. Tighten Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector to the sensor. Page 5095 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 10792 Electrical Symbols Part 2 Compressor Pressure Relief Valve Removal (V5 - Direct Mount) High Pressure Safety Valve HVAC: Service and Repair Compressor Pressure Relief Valve Removal (V5 - Direct Mount) TOOLS REQUIRED J 41790 Compressor Holding Fixture 1. Install the compressor onto the J 41790. 2. Remove the pressure relief valve from the rear head of the compressor. Page 9746 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 2145 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Diagram Information and Instructions Oil Pressure Sender: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 8498 Tape Player: Service and Repair REMOTE CASSETTE PLAYER REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel accessory trim plate. 2. Remove the remote cassette player nuts (2) from the remote cassette player (1). 3. Pull the remote cassette player (2) from the instrument panel (1) in order to gain access to the electrical connector (3). 4. Disconnect the electrical connector (3) from the remote cassette player (2). 5. Remove the remote cassette player (2) from the instrument panel (1). INSTALLATION PROCEDURE Page 241 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 172 9. Install the instrument panel closeout/insulator panel screws. Tighten Tighten the screws to 2 N.m (18 lb in). Parts Information Parts are available from any local auto parts store. The phone number for 3M(R) is 1-800-364-3577. Warranty Information For vehicles repaired under warranty, use the table shown. DISCLAIMER Page 9297 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 5184 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 2995 Intake Air Temperature (IAT) Sensor: Service and Repair INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the IAT sensor electrical connector. 2. Carefully grasp the sensor and with a twisting and pulling motion, remove the IAT sensor from air intake duct. INSTALLATION PROCEDURE 1. Install the IAT sensor, snap the sensor into place. 2. Connect the IAT sensor electrical connector. Page 2132 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 3974 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 10422 Conversion - English/Metric Page 9244 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 10810 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 5652 Disclaimer Page 6921 RH IP Fuse Block Page 10283 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 2367 Timing Chain: Service and Repair Timing Chain, Sprockets, and/or Tensioner Replacement Timing Chain and Sprockets Replacement ^ Tool Required J 5825-A Crankshaft Gear Puller - J 38612 Crankshaft Sprocket Installer Removal Procedure 1. Remove the engine front cover. 2. Place the #1 piston at top dead center (#4 firing position). 3. Align the mark on the camshaft sprocket (4) with the timing mark on the bottom of the timing chain dampener (1). 4. Remove the camshaft sprocket bolt. 5. Remove the camshaft sprocket (4). 6. Remove the timing chain (3). Specifications Catalytic Converter: Specifications Exhaust Catalytic Converter to Manifold Nut .......................................................................................................................................... 35 Nm (26 ft. lbs.) Page 2520 1. Install the inlet heater hose. 2. Connect the inlet heater hose to the heater core. 3. Use J 38185 to reposition the inlet heater hose clamp onto the heater core. 4. Connect the inlet heater hose (1) to the quick-connect fitting. 5. Use J 38185 reposition the inlet hose clamp onto the quick connect fitting. 6. Fill the engine coolant. Refer to Draining and Filling Cooling System in Cooling System. Page 1590 Fluid - A/T: Service and Repair Diagram Step 1 Page 1196 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 1807 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Page 1419 ^ Incorrect combustion - Reduced ignition system voltage output ^ Weak coils ^ Worn ignition wires ^ Incorrect spark plug gap - Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that normal combustion deposits may not burn off. ^ Deposit Fouling-Oil, coolant, or additives that include substances such as silicone, very white coating, reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a glazing over the electrode. Page 3589 Conversion - English/Metric Page 10636 Tail Lamp: Connector Views Tail/Stop And Turn Signal Lamp - Right Tail/Stop And Turn Signal Lamp - Left Testing and Inspection Wiper Switch: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Wiper and Washer Systems/Testing and Inspection. Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: Customer Interest Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Page 8348 Page 3182 1. Place the shift shaft in the N (Neutral) position. 2. Align the flats of the shift shaft to the flats in the park/neutral switch. Notice: Refer to Fastener Notice in Service Precaution. 3. Install the park/neutral position switch mounting bolts. - Tighten - Tighten the bolts to 24 Nm (18 ft. lbs.). 4. Connect the switch electrical connector. Important: Ensure that the engine will only start in P (Park) or N (Neutral). Readjust the switch if the engine will start in any other position. Page 10564 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 1508 Oil Filter: Specifications Oil Filter ............................................................................................................................................... ............................................... 13 Nm (115 inch lbs.) Oil Filter Bypass Hole Plug ............................... ....................................................................................................................................... 19 Nm (14 ft. lbs.) Oil Filter Fitting ............................................................................................................................. ........................................................... 39 Nm (29 ft. lbs.) Page 6634 7. Connect the right rear park brake cable (1) to the bracket (3). 8. Connect the right rear park brake cable (2) to the cable connector (1). 9. Lower the vehicle. Page 3534 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Sunroof Drain Channel Inspection and Cleaning Sunroof / Moonroof Drain: Service and Repair Sunroof Drain Channel Inspection and Cleaning Sunroof Drain Channel Inspection and Cleaning The drain trough in the sunroof module provides adequate water drainage. The drain trough encircles the sunroof glass panel and leads to the drain hoses. The sunroof drain hoses are located in each corner of the sunroof housing. A drain channel spans the rear of the sunroof module. The drain channel directs water into the trough. The front drain hoses are routed down the windshield pillars and out the center of each pillar between the upper and lower door hinges. The rear sunroof drain hoses are routed down the B, C, or D-pillars and out the rear quarter panels. Caution: Wear safety glasses in order to avoid eye damage. Important: Care must be taken when using compressed air to clear the sunroof drain hoses. Do not exceed 241 kPa (35 psi). If a wet headliner or other water leaks occur, verify that the drainage system is not plugged or disconnected. This should be done before performing any adjustments to the sunroof glass panel. Inspect for a plugged or disconnected drainage system by opening the sunroof glass panel and pouring a small amount of water into the sunroof module drain trough. If the water flow is restricted, use a flexible wire or 241 kPa (35 psi) of compressed air to clear out any material plugging the drain system. Retest the system for proper water drainage. If water drainage is still not adequate, the headliner will need to be removed to inspect for the proper routing of the sunroof drain hoses. Refer to Headliner Replacement in Interior Trim. Allow only a minimal gap between the roof and the weatherstrip. The seal fit is essential to assure that the water and debris going to the sunroof drain hoses is not excessive. Objectionable wind noise may result if the clearances are exceeded. Make sunroof glass panel to roof adjustments by adjusting the height and centering the sunroof glass panel. Refer to Sunroof Glass Height and Opening Fit Adjustment. A/T - Fluid Oil Cooler Flush Transmission Cooler: Technical Service Bulletins A/T - Fluid Oil Cooler Flush INFORMATION Bulletin No.: 02-07-30-052G Date: March 02, 2011 Subject: Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow(R) Models: 2011 and Prior Passenger Cars and Light Duty Trucks 2003-2010 HUMMER H2 2006-2010 HUMMER H3 with Automatic Transmission/Transaxle including Allison(R) Transmissions Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 02-07-30-052F (Section 07 - Transmission/Transaxle). Important All labor operations that include removal of the transmission from the vehicle include labor time to flush the transmission oil cooler system. The J 45096 transmission oil cooling system flush and flow test tool replaces current tool J 35944-A. J 45096 is a self-contained unit utilizing a 12-volt flow meter, shop air supply and DEXRON(R) VI automatic transmission fluid (ATF). In the flush mode, transmission fluid is cycled through the transmission oil cooling system. High-pressure air is automatically injected into the fluid stream adding agitation to the ATF oil to enhance the removal of contaminated ATF oil and debris. In the flow mode, an electronic flow meter is used to measure the flow capability of the ATF oil cooling system. A digital display indicates the ATF oil flow rate in gallons per minute (GPM) along with the amount of ATF oil in the supply vessel, supply vessel ATF oil temperature, machine cycles and the operating mode. The supply oil vessel has 30 L (32 qt) capacity and the waste oil vessel has 32 L (34 qt) capacity. The waste oil vessel is constructed of a translucent composite material that allows the user to easily identify the oil level. The waste oil vessel can accommodate vacuum evacuation and gravity draining. In the code mode, a random, encrypted code is generated that can be used for verification of flow test results. Current essential cooler line adapters are used to connect the J 45096 to the automatic transmission oil cooler lines that allows J 45096 to adapt to General Motors passenger cars and light duty trucks, current and past models (except the Pontiac Vibe, Wave and Chevrolet Aveo). The tool may be adapted for use on the Pontiac Vibe, Wave and Chevrolet Aveo by dealership personnel with a barbed hose connector and rubber hose obtained locally. The Vibe's/Wave's/Aveo's transmission has a transmission oil requirement which is slightly different than DEXRON(R) VI ATF. However, flushing the cooler with DEXRON(R) VI automatic transmission fluid is an acceptable service procedure. Very little fluid remains in the cooler after the flush procedure and the residual DEXRON(R) VI ATF in the cooler is compatible with the Vibe's/Wave's/Aveo's transmission fluid. Notice Insufficient oil flow through the ATF oil cooling system will cause premature transmission failure. The required minimum ATF oil flow rate reading is directly related to the supply oil temperature. Refer to the flow rate reference chart for the oil flow rate specification based on the temperature of the ATF in the supply vessel. Helpful Hints for Maintaining the Temperature at or above 18°C (65°F) Important - The temperature of the supply vessel oil must be 18°C (65°F) or greater for J 45096 to operate. It is recommended to store the J 45096 in an area of the dealership where the room temperature remains at or above 18°C (65°F) when not in use. - Do not attempt to increase the fluid temperature in the Transflow(R) machine with an engine oil dipstick, or any other immersion type heater. The Transflow(R) machine has a check valve in the supply reservoir. Inserting a heater will damage the check valve and the subsequent repair expense would be the dealer's responsibility. - A heater blanket, P/N J-45096-10, is available for the Transflow(R) transmission cooling system flushing tool. This heater fastens around the Transflow(R) internal supply vessel and runs on 110 volts AC. The heater will warm the ATF in the supply vessel to at least 18°C (65° F) and has a thermostat to hold a constant temperature. Store the Transmission Cooling System Service Tool, J 45096, Transflow(R) machine in a room where the temperature is maintained at or above 18°C (65°F). Keep the ATF level in the reservoir low when the Transmission Cooling System Service Tool, J 45096, Transflow(R), is not in use. Store several gallons of oil in an area where the temperature is maintained at or above 18°C (65°F). Fill the reservoir of the J 45096 as needed before using the machine on Specifications Water Pump: Specifications Water Pump Bolt ................................................................................................................................. .................................................. 10 Nm (89 inch lbs.) Water Pump Pulley Bolt .................................. ......................................................................................................................................... 25 Nm (18 ft. lbs.) Page 10131 Conversion - English/Metric Page 3913 Electrical Symbols Part 4 Page 7006 RH IP Fuse Block Page 3521 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 7450 Vehicle Lifting: Service and Repair Frame Contact Hoist Front Hoist Pads Position the (frame contact) front hoist pads as follows: IMPORTANT: The front hoist pads must not contact the rocker panels, the front fenders, or the floor pan. ^ Under the front frame rail shipping slot reinforcements. ^ The long sides of the pads parallel to the frame rails. Rear Hoist Pads Position the (frame contact) rear hoist pads as follows: IMPORTANT: The rear hoist pads must not contact the rocker panels to the outside of the frame rail shipping slot reinforcements. The rear hoist pads must not contact the floor pan. Under the rear frame rail shipping slot reinforcements. The long sides of the pads perpendicular to the frame rails. The outer edge of the pads aligned with the outer edge of the rear frame rail shipping slot reinforcements. Page 665 11. Disconnect the hazard warning switch electrical connector. 12. Using a small flat-blade screwdriver, carefully release the two retaining features on the mounting bracket and remove the hazard warning switch from the bracket. 13. Install the mounting bracket on the new hazard warning switch. 14. Connect the electrical connector to the new hazard warning switch and insert it through the center air outlet opening in the IP. 15. Position the switch and mounting bracket to the IP and install the two attaching screws through the center air outlet opening. Tighten Tighten to 3 N.m (27 lb in). 16. Through the instrument cluster opening in the IP, install the remaining hazard warning switch attaching screw. Tighten Tighten to 3 N.m (27 lb in). 17. Install the cluster in the IP. Install the four screws. Tighten Tighten to 2 N.m (18 lb in). 18. Connect the electrical connector to the trip reset switch. 19. Install the IP cluster trim panel to the IP and install the two screws. Tighten Tighten to 2 N.m (18 lb in). 20. Install the center air outlet in the IP. 21. Install the bezel on the hazard warning switch. 22. Verify hazard warning switch operation. Grand Am 1. Apply the parking brake. 2. Using a small flat-blade screwdriver, carefully remove the ignition switch bezel. Page 512 Important: With the availability of this new fuel level sender kit, DO NOT replace the complete fuel level sender assembly, P/N 22683260. To insure correct installation, follow the instructions contained in the kit and the service procedure in the applicable Service Manual Parts Information Parts are expected to be available from GMSPO on April 10, 2003. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 2149 Conversion - English/Metric Page 3914 Body Control Module: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 6012 For vehicles repaired under warranty, use the table. Disclaimer Page 10788 For vehicles repaired under warranty, use the table. Disclaimer 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 1-2 shift solenoid retainer clip (304), the 1-2 shift solenoid (305) with O-ring (303), the 1-2 shift valve (302), and the 1-2 shift valve spring (301). Installation Procedure 1. Install the 1-2 shift valve spring (301), the 1-2 shift valve (302), the 1-2 shift solenoid (305) with O-ring (303) and the 1-2 shift solenoid retainer clip (304) 2. Install the transmission side cover. OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gage Fitting INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution and Fuel Gage Leak Caution in Service Precautions. NOTE: Clean all of the following areas before performing any disconnections in order to avoid possible contamination in the system: ^ The fuel pipe connections ^ The hose connections ^ The areas surrounding the connections IMPORTANT: Position the fuel pressure gage fitting to avoid contact with the belt. 1. Install the J 34730-1A with the J 34730-262 to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Refer to Fuel Storage Caution in Service Precautions. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool until all of the air is bled out of the gage. 6. Close the bleed valve on the fuel pressure gage. 7. Command the fuel pump ON with a scan tool. 8. Inspect for fuel leaks. REMOVAL PROCEDURE Page 3476 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 6678 Vacuum Brake Booster: Service and Repair Vacuum Brake Booster Replacement Removal Procedure 1. Remove the air cleaner assembly. 2. Disconnect and position aside the underhood electrical center from the bracket. 3. Remove the underhood electrical center bracket. 4. Remove the master cylinder (2) from the hydraulic brake booster (1). Careful not to lose or dislodge the insulator between the booster and the front of the dash. 5. Disconnect the vacuum hose and the vacuum brake booster check valve (1) from the booster as an assembly. 6. Remove the left Closeout/Insulator Panel. 7. Remove the booster retaining nuts (2). Page 5789 Seals and Gaskets: Service and Repair Case Side Cover Seal Replacement Case Side Cover Seal Replacement - Tools Required J 41227 Shaft Sleeve Removal Tool - J 41228 Stub Shaft Seal Installer - J 41102 Case Cover Seal Installer Removal Procedure Caution: Refer to Vehicle Lifting Caution in Service Precautions. 1. Raise the vehicle. 2. Remove the drive axle assembly. 3. Use a medium screwdriver and a mallet in order to remove the case cover seal. 4. Remove the drive axle retaining clip from the output axle. Page 9087 Trim Panel: Service and Repair Garnish Molding Replacement - Lower Pillar Garnish Molding Replacement - Lower Pillar Removal Procedure Remove the body hinge pillar garnish molding (1). Grasp the molding from one end and pull the molding away from the pillar. Installation Procedure Install the body hinge pillar garnish molding (1). Ensure that the retainers are locked into position. Page 597 3. Insert the key and turn the ignition switch to the ON position. 4. Place the gearshift lever in the LOW position. 5. Using a small flat-blade screwdriver, carefully disengage the accessory trim plate from the instrument panel (IP). 6. Disconnect the electrical connectors from the switches installed in the accessory trim plate. 7. Remove the three 7 mm hex head screws attaching the hazard warning switch mounting bracket to the accessory trim plate and remove the switch and bracket assembly. 8. Using a small flat-blade screwdriver, carefully depress the two retaining features on the side of the switch and remove the hazard warning switch from the bracket. 9. Install the new hazard warning switch in the mounting bracket. 10. Position the hazard warning switch and bracket assembly to the accessory trim plate and install the three attaching screws. Tighten Tighten to 3 N.m (27 lb in). 11. Connect the electrical connectors to the switches in the accessory trim plate. 12. Install the accessory trim plate to the IP and press into place until fully seated. 13. Place the gearshift lever in the PARK position. 14. Turn the ignition key to the OFF position and remove the key. Page 4208 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 8398 Page 628 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 216 Page 5659 stand clear when removing the fluid level screw. Have a container ready to capture any lost fluid. WARNING: Do not turn the engine off with the fluid level screw removed as you can be injured by hot transaxle fluid being expelled out of the fluid check hole. 1. Let vehicle idle for three to five minutes with accessories off. 2. Apply brake 3. Move shift lever through all gear ranges, pausing three seconds in each range. 4. Place shift lever in Park. Important: Vehicle must be kept level on the hoist. 5. Raise vehicle on hoist. 6. Place oil container under fluid level screw. 7. Remove the fluid level screw with the engine running at idle. 8. Fluid level should be at the bottom of the fluid check hole. Because the transaxle operates correctly over a range of fluid levels, fluid may or may not drain out of the fluid check hole when the fluid level screw is removed. If fluid drains through the fluid check hole, this transaxle may have been overfilled. When fluid stops draining, the fluid level is correct and the fluid level screw may be installed. If fluid does not drain through the fluid check hole, the transaxle fluid level may be low. Proceed to ADDING TRANSAXLE FLUID. 9. Install fluid level screw. Tighten 12 N.m (106 lb in) 10. Lower vehicle. 11. Shut off engine. Adding Transaxle Fluid: With the engine running, add fluid at the vent cap location in half liter (1 pint) increments until fluid drains through the fluid check hole. Allow the fluid to finish draining through the fluid check hole. 1. Install fluid level screw. Tighten 12 N.m (106 lb in) 2. Lower vehicle. Electrical - Information For Electrical Ground Repair Grounding Point: Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 8288 Removal Procedure Important: Use the described adhesion promoter to assure adequate bonding of the coupling to the glass. To obtain maximum adhesion between the new mobile antenna couplings and the glass surface, the couplings and the glass must be kept dry and above 15°C (60° F) during the installation and for the 6-8 hours immediately following the installation. Otherwise the new couplings may come off. Also, disregard the drying or curing time information listed in the instructions included in the replacement antenna coupling kits. In the near future, those instructions will be updated with the drying or curing times listed in this bulletin. ^ Do not attempt to reinstall the original cellular couplings using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system, including the air bag deployment notification. 1. Install the inner coupling first if both the inner and the outer coupling are to be replaced. Refer to Coupling Replacement - Antenna Inner. Notice: If you use a razor blade or other sharp tool in order to remove the adhesives or foreign objects from the inside of the rear window, use the blade carefully. Damage to the grid lines may result. 2. Use a small, wide-bladed plastic tool to cut the double back tape material while lifting up on the outer antenna coupling. Installation Procedure 1. Clean the glass with an alcohol wipe. 2. Dry the glass thoroughly using a lint free cloth. Important: The glass adhesion promoter described in the next step must be used to ensure a bonding of the coupling to the glass surface. Failure to use the described adhesion promoter may result in the coupling coming off the glass. Page 4548 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 1370 Steps 20-25 The numbers below refer to the step numbers on the diagnostic table. 2. This step verifies that the fuel pump is operating. 4. This step tests for an internal fuel leak. If the fuel pressure drops during this test, then an internal loss of pressure is indicated. 6. This step tests the fuel pressure regulator. The fuel pressure regulator is controlled by engine vacuum. With engine vacuum applied, the pressure should drop the specified value. 9. This step inspects the fuel pressure regulator for a fuel leak from the vacuum port. If fuel leaks from the fuel pressure regulator while the fuel pump is commanded ON, replace the fuel pressure regulator. 10. This step tests for a loss of fuel pressure between the fuel feed pipe shut off adapter and the fuel pump. 11. This step tests for a leaking fuel injector, or fuel pressure regulator. If the fuel pressure remains constant during this test, the fuel injectors are not leaking fuel. 14. This step tests for a restricted fuel return pipe. If the fuel pressure is within the specified values, a restriction in the fuel return pipe is indicated. 16. This step determines if the fuel pressure regulator, or the fuel pump, is the cause of the low fuel pressure. If the pressure rises above the specified value, the fuel pump is OK. 18. This step verifies that a circuit condition is not the cause of a fuel pressure concern. Inspect all fuel pump electrical circuits thoroughly. Campaign - T/S/Hazard Switch Warranty Extension Technical Service Bulletin # 04098A Date: 060111 Campaign - T/S/Hazard Switch Warranty Extension Bulletin No.: 04098A Date: January 11, 2006 SPECIAL POLICY Subject: 04098 - Special Policy Adjustment - Turn Signal/Hazard Warning Flashers Models: 1999-2002 Chevrolet Malibu 1999-2002 Oldsmobile Alero 1999 Oldsmobile Cutlass 1999-2002 Pontiac Grand Am Supercede: This bulletin is being revised to include 2001-2002 Chevrolet Malibu, Oldsmobile Alero, and Pontiac Grand Am vehicles. Due to part availability, it is anticipated that customers will not be notified until late April 2006. In the meantime, should a customer bring in a 2001-2002 Chevrolet Malibu, Oldsmobile Alero, or Pontiac Grand Am vehicle because the turn signal/hazard warning flashers are inoperative, repair the vehicle as described in this bulletin and submit the claim using the labor code found in this bulletin. Please discard all copies of bulletin 04098 issued December 2004. Condition Some customers of 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass may have turn signal/hazard flashers that become inoperative. Special Policy Adjustment This special policy covers the condition described above for a period of 10 years or 150,000 miles (240,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For 1999-2000 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after December 23, 2004 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to December 23, 2004 must be submitted to the Service Contract provider. For 2001-2002 vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after January 11, 2006 are covered by this special policy and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to January 11, 2006 must be submiffed to the Service Contract provider. Vehicles Involved Page 3655 Electrical Symbols Part 3 Page 10278 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 9156 Power Mirror Switch: Service and Repair REMOVAL PROCEDURE 1. With a flat-bladed tool release the power accessory switch panel retainers (1). Push in and lift up on the retainers to remove the switch plate (1) from the door trim panel. 2. Disconnect the electrical connector (1) from the power mirror switch. 3. Release the power mirror switch retainers. Push the mirror switch out of the accessory switch plate. INSTALLATION PROCEDURE Page 10729 Turn Signal/Multifunction Switch C2 Page 7824 Parts Information Important The Cooling Coil Coating listed below is the only GM approved product for use under warranty as an evaporator core disinfectant and for the long term control of evaporator core microbial growth. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 816 Fuel Level Sensor: Description and Operation Fuel Level Sensor The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the class 2 circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 1153 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 446 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 9799 Electrical Symbols Part 2 Procedures Windshield Moulding / Trim: Procedures Stationary Window Reveal Molding Repair Removal Procedure Caution: Refer to Glass and Sheet Metal Handling Caution in Service Precautions. Important: The window reveal molding fills the cavity between the body and window. If the reveal molding is stretched or damaged, it cannot be reused and it must be replaced. 1. Lift up on the loose area of the reveal molding. 2. Clean the top edge of the window surface and the reveal molding with a 50/50 mixture of isopropyl alcohol and water by volume on a dampened lint-free cloth. 3. If the reveal molding cannot be reused, refer to Urethane Adhesive Installation of Stationary Windows. Installation Procedure Caution: Refer to Window Retention Caution in Service Precautions. 1. Verify all primers and urethane adhesive are within expiration dates. Important: Use care when applying the prep, clear #1, to the window. This primer dries almost instantly, and may stain the viewing area of the window if not applied evenly. 2. Use a new dauber in order to apply glass prep, clear #1, to the channel area approximately 13 mm (1/2 in) to the upper edge of the window. 3. Wipe the glass primed area immediately with a clean lint-free cloth. 4. Shake the glass primer, black #2, for at least 1 minute. 5. Use a new dauber in order to apply glass primer, black #2, to the top edge of the window. 6. Apply a small bead of urethane adhesive (2) between the window (1) and the pinch-weld. Page 1202 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 7643 3. Connect the yellow vacuum hose (1) and the red vacuum hose (2) to the mode actuator. 4. Install the IP carrier. Page 10541 3. Insert the key and turn the ignition switch to the ON position. 4. Place the gearshift lever in the LOW position. 5. Using a small flat-blade screwdriver, carefully disengage the accessory trim plate from the instrument panel (IP). 6. Disconnect the electrical connectors from the switches installed in the accessory trim plate. 7. Remove the three 7 mm hex head screws attaching the hazard warning switch mounting bracket to the accessory trim plate and remove the switch and bracket assembly. 8. Using a small flat-blade screwdriver, carefully depress the two retaining features on the side of the switch and remove the hazard warning switch from the bracket. 9. Install the new hazard warning switch in the mounting bracket. 10. Position the hazard warning switch and bracket assembly to the accessory trim plate and install the three attaching screws. Tighten Tighten to 3 N.m (27 lb in). 11. Connect the electrical connectors to the switches in the accessory trim plate. 12. Install the accessory trim plate to the IP and press into place until fully seated. 13. Place the gearshift lever in the PARK position. 14. Turn the ignition key to the OFF position and remove the key. Page 197 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 2720 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 6583 Brake Hose/Line: Service Precautions Caution: Always use double walled steel brake pipe when replacing brake pipes. The use of any other pipe is not recommended and may cause brake system failure. Carefully route and retain replacement brake pipes. Always use the correct fasteners and the original location for replacement brake pipes. Failure to properly route and retain brake pipes may cause damage to the brake pipes and cause brake system failure. Page 3283 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 9983 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 5317 Page 9872 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 5013 Camshaft Position Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 4933 9. Remove the accelerator cable from vehicle noting cable routing. INSTALLATION PROCEDURE NOTE: Do not route flexible components (hoses, wires, conduits, etc.) within 50 mm (2 in) of moving parts unless flexible components can be securely fastened. This is necessary in order to prevent possible interference and damage to the component. 1. Install accelerator cable using the routing noted during removal. 2. Install the snap retainer through the bulkhead. 3. Connect the accelerator cable (5) in the slot in the accelerator pedal lever (1). 4. Seat the snap retainer in the accelerator pedal lever. Page 10548 Notice: Refer to Fastener Notice in Service Precautions. 3. Install the mounting screw (1) to the multifunction switch (2). ^ Tighten the screw to 4 Nm (35 inch lbs.). 4. Install the steering column trim cover. 5. Enable the SIR system. 6. Ensure that the multifunction switch functions properly. Page 4620 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 10121 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 3428 Fuel Pressure Release: Service and Repair Fuel System Pressure Relief TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gauge Fitting CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery terminal. IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt. 2. Install the J 34730-262 adaptor to the fuel pressure connection. 3. Connect the J 34730-1 A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. Page 8286 Global Positioning System Antenna: Technical Service Bulletins Onstar(R) - Antenna Coupling Revised Procedures File In Section: 08 - Body and Accessories Bulletin No.: 01-08-46-006A Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised OnStar(R) Antenna Coupling Replacement Procedures Models: 2000-2002 Passenger Cars and Trucks with Glass Mounted Antenna This bulletin is being revised to add the 2002 model year and revise the service procedures. Please discard Corporate Bulletin Number 01-08-46-006 (Section 08 - Body and Accessories). This bulletin is being issued to revise the OnStar(R) inner and outer antenna coupling replacement procedures in the Cellular Communication sub-section of the Body and Accessories section in the appropriate Service Manual. Please use the following to replace the existing information in the Service Manual. This information has been updated within SI2000. If you are using a paper version of this Service Manual, please mark a reference to this bulletin on the affected page in the Cellular Communication sub-section of the Service Manual. Coupling Replacement - Antenna Inner Removal Procedure Important: Use the described adhesion promoter to assure adequate bonding of the coupling to the glass. To obtain maximum adhesion between the new mobile antenna couplings and the glass surface, the couplings and the glass must be kept dry and above 15°C (60°F) during the installation and for 6-8 hours immediately following the installation. Otherwise the new couplings may come off. Also, disregard the drying or curing time information listed in the instructions included in the replacement antenna coupling kits. In the near future, those instructions will be updated with the drying or curing times listed in this bulletin. ^ Do not attempt to reinstall the original cellular couplings using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system, including the air bag deployment notification. 1. Disconnect the coaxial cable from the inner coupling of the mobile communication antenna. Notice: If you use a razor blade or other sharp tool in order to remove the adhesives or foreign objects from the inside of the rear window, use the blade carefully. Damage to the grid lines may result. Use a small, wide-bladed plastic tool to cut the double back tape material while lifting up on the inner antenna coupling. Installation Procedure Page 498 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 4378 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3872 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2733 Body Control Module Schematics: Controls Page 11082 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 3764 Idle Speed/Throttle Actuator - Electronic: Testing and Inspection CIRCUIT DESCRIPTION The engine idle speed is controlled by the idle air control (IAC) valve. The IAC valve is on the throttle body. The IAC valve pintle moves in and out of an idle air passage bore to control air flow around the throttle plate. The valve consists of a movable pintle, driven by a gear attached to a two phase bi-polar permanent magnet electric motor called a stepper motor. The stepper motor is capable of highly accurate rotation, or of movement, called steps. The stepper motor has two separate windings that are called coils. Each coil is fed by two circuits from the powertrain control module (PCM). When the PCM changes polarity of a coil, the stepper motor moves one step. The PCM uses a predetermined number of counts to determine the IAC pintle position. Observe IAC counts with a scan tool. The IAC counts will increment up or down as the PCM attempts to change the IAC valve pintle position. An IAC Reset will occur when the ignition key is turned OFF. First, the PCM will seat the IAC pintle in the idle air passage bore. Second, the PCM will retract the pintle a predetermined number of counts to allow for efficient engine start-up. If the engine idle speed is out of range for a calibrated period of time, an idle speed diagnostic trouble code (DTC) may set. DIAGNOSTIC AIDS Inspect for the following conditions: ^ High resistance in an IAC circuit. ^ The correct positive crankcase ventilation (PCV) valve, properly installed and proper operation of the PCV valve ^ Proper operation and installation of all air intake components ^ Proper installation and operation of the mass air flow sensor (MAF), if equipped ^ A tampered with or damaged throttle stop screw ^ A tampered with or damaged throttle plate, throttle shaft, throttle linkage, or cruise control linkage, if equipped ^ A skewed high throttle position (TP) sensor. ^ Excessive deposits in the IAC passage or on the IAC pintle ^ Excessive deposits in the throttle bore or on the throttle plate ^ Vacuum leaks ^ A high or unstable idle condition could be caused by a non-IAC system problem that can not be overcome by the IAC valve. Refer to Symptoms-Computers and Controls Systems. See: Testing and Inspection/Symptom Related Diagnostic Procedures ^ If the condition is determined to be intermittent, refer to Intermittent Conditions. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic Strategies/Intermittent Conditions TEST DESCRIPTION Steps 1-2 Page 3911 Electrical Symbols Part 2 Page 1899 Use extra care whenever towing another vehicle. Do not exceed the towing vehicle's gross combination weight (GCW) by adding the weight of the dinghy towed vehicle or vehicle damage may result. 6. When the vehicle being towed is firmly attached to the tow vehicle, release the parking brake. 7. Replace the fuse(s) in the fuse panel when finished towing. Tracker Models Note: Locking the steering column when towing your vehicle may damage the steering column. Always unlock the steering column before towing. Important: ^ Two-wheel drive Trackers cannot be dinghy towed. Two-wheel drive models MUST be towed with the rear drive wheels on a dolly. ^ The towing speed must not exceed 90 km/h (55 mph). In order to properly dinghy tow a 4WD Tracker, follow these steps: 1. Set the parking brake. 2. Shift the transmission into Park (AT) or second gear (MT). 3. With the ignition key in the ON position, move the transfer case to Neutral. Make sure the 4WD indicator on the instrument panel cluster is Off. 4. Turn the ignition key to ACC in order to unlock the steering wheel. 5. Release the parking brake. Stop towing the vehicle every 300 km (200 mi) and do the following steps: 1. Start the engine of the towed vehicle. 2. Leave the transfer case shift lever in Neutral. 3. Shift the transmission to Drive (AT). For vehicles with (MT), leave the transmission in second gear with the clutch engaged. 4. Run the engine at medium speed for one minute to circulate the oil through the transfer case. 2003-2007 Pontiac Vibe Only the front wheel drive vehicles with manual transmission are designed to be dinghy towed. Use the following procedure to properly dinghy tow these models: 1. Place the shift lever in Neutral. 2. Turn the ignition switch to the ACC position to avoid locking the steering wheel. Make sure that the audio system is turned off and that nothing is plugged into the power outlets. 3. Release the parking brake. 4. After dinghy towing the vehicle, let the engine idle for more than three minutes before driving the vehicle. Four Wheel Drive and All Wheel Drive Light Duty Trucks Page 9926 Conversion - English/Metric Page 944 Conversion - English/Metric Page 10812 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 4377 Throttle Position Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 453 Equivalents - Decimal And Metric Part 1 Left Front Power Window Switch: Service and Repair Left Front REMOVAL PROCEDURE 1. Using a flat-bladed tool release the power accessory switch plate retainers (1). Push in and lift up on the retainers (1) to remove the switch plate from the door trim panel. 2. Disconnect the electrical connectors (2) from the power window switch. 3. Release the power window switch retainers. Push the window switch out of the switch plate. INSTALLATION PROCEDURE Page 296 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Service and Repair Door Lock Cylinder: Service and Repair Outside Handle and Lock Cylinder Replacement Removal Procedure 1. Raise the window to the full up position. 2. Remove the front door trim panel. 3. Remove the front door water deflector. 4. Remove the door outside handle rod (2) from the door lock actuator. 5. Remove the door lock cylinder rod from the front door lock cylinder (4). 6. Remove the door outside handle bolts (3). 7. Remove the door outside handle (1). 8. Remove the door inside locking rod from the door outside handle. Page 2696 Locations View Page 7567 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Page 1051 Various symbols are used in order to describe different service operations. Page 6614 7. Carefully tap the reservoir retaining pins into place to secure the reservoir. 8. Place the brake fluid level sensor into the reservoir, press into place to secure the sensor retaining tabs. 9. Install the master cylinder. Page 9919 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Page 6381 2. Install the caliper pins and the boots to the caliper bracket (1). 3. Install the caliper to the caliper bracket. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the caliper mounting bolts to the caliper bracket. ^ Tighten the 2 caliper mounting bolts to 31 Nm (23 ft. lbs.). 5. Install the brake hose bolt (1) with 2 new sealing washers (3) to the brake hose inlet fitting (2). 6. Install the brake hose with the bolt to the brake caliper. ^ Tighten the inlet fitting bolt to 50 Nm (37 ft. lbs.). 7. Remove the 2 wheel lug nuts retaining the rotor to the hub. 8. Install the wheel and tire assembly. 9. Lower the vehicle. Page 3333 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 10720 2. Remove the AIR BAG fuse from the panel. 3. Remove the three screws attaching the lower steering column cover to the steering column. 4. Remove the upper steering column cover. 5. Remove the two screws that attach the IP cluster bezel to the IP. 6. Using a small flat-blade screwdriver, gently pry out and remove the IP cluster trim plate from the IP. 7. Disconnect the electrical connectors from the other switches in the trim plate. 8. Disconnect the electrical connector from the hazard warning switch. 9. Using a small flat-blade screwdriver, carefully push in on the tabs to release the hazard warning switch from the IP cluster trim plate. 10. Remove the hazard warning switch by pushing in an outward motion on the switch while holding onto the IP cluster trim plate. 11. Install the new hazard warning switch by pushing in an inward motion on the switch while holding onto the IP cluster trim plate. Push inward on the switch until it is fully seated into the IP cluster trim plate. Page 4191 Electrical Symbols Part 2 Page 465 Refrigerant Pressure Sensor / Switch: Service and Repair AIR CONDITIONING (A/C) REFRIGERANT PRESSURE SENSOR REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Disconnect the refrigerant pressure sensor electrical connector. 2. Remove the refrigerant pressure sensor from the fitting. 3. Remove and discard the O-ring. INSTALLATION PROCEDURE Page 5816 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 5539 The first phase also machined a case chamfer leading into the pump bore (2). The chamfer is designed to help eliminate possible 0-ring seal damage during pump installation. Phase two modified the case casting and the chamfer into the pump bore. The casting change left additional material in the surrounding pump bore to allow deeper bore machining in order to create the necessary sealing surface for a new pump seal design. The leading surface into the pump bore was also machined with a modified chamfer (1). Page 7452 Vehicle Lifting: Service and Repair Jack Stands UNDER THE FRAME RAILS IMPORTANT: The jack stands must not contact the rocker panels, the front fenders or the floor pan. Position the jack stands under the frame rail shipping slot reinforcements. UNDER THE FRONT SUSPENSION CROSSMEMBER Position the jack stands as follows: ^ Spanning at least two of the (front suspension crossmember) rear reinforcement ribs (preferred location). ^ Spanning both of the (front suspension crossmember) front reinforcement ribs (optional location). UNDER THE REAR SUSPENSION CROSSMEMBER IMPORTANT: The jack stands must not be placed under the (rear suspension crossmember) front reinforcement rib. Position the jack stands spanning both of the (rear suspension crossmember) rear reinforcement ribs. Page 4956 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 7020 Fuse Block Underhood, C4 Fuse Block Underhood, C5 Page 4298 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Emblem/Nameplate - Rear Compartment Lid Body Emblem: Service and Repair Emblem/Nameplate - Rear Compartment Lid Emblem/Nameplate Replacement - Rear Compartment Lid Tools Required J 25070Heat Gun Removal Procedure 1. When replacing an emblem/nameplate do the following: 1. Use tape to protect the mounting surface during removal. 2. Use tape for alignment marks for installation of the emblem/nameplate. 2. To remove an emblem/nameplate, heat the emblem/nameplate using a J 25070. 3. Apply the heat using a circular motion for about 30 seconds holding the J 25070 approximately 152 mm (6 in) from the surface. Notice: Refer to Exterior Trim Emblem Removal Notice in Service Precautions. 4. Use a plastic, flat-bladed tool to remove the emblem/nameplate from the panel surface. 5. When replacing, remove all adhesive as follows: * For body panels use a 3M(TM) Scotch Brite molding adhesive remover disk 3M(TM) P/N 07501 or equivalent. * For plastic panels use a lint free cloth and Varnish Makers and Painters (VMP) naptha or a 50/50 mixture by volume of isopropyl alcohol and water to remove the adhesive. Installation Procedure Important: Apply the emblem/nameplate in an environment that is free from dust or other dirt that could come into contact with the sticky backing. Foreign material may cause improper adhesion. 1. Clean the area where the emblem/nameplate will be installed. Use a lint free cloth and Varnish Makers and Painters (VMP) naptha or a 50/50 mixture by volume of isopropyl alcohol and water to clean the area. 2. Dry the area thoroughly. 3. If the location of the emblem/nameplate has not been marked, apply tape and use the following dimensions: Page 3583 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 5290 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the center console. 3. Disconnect electrical connector from the shift lock control (2) for the automatic transmission (AT). 4. Remove both ends of the AT shift lock control from pivot points (1). Installation Procedure Page 7640 2. Slide the defroster actuator on to the mounting bracket until the tab locks. 3. Connect the blue vacuum hose (1) and the green vacuum hose (2) to the defroster actuator. 4. Install the IP carrier. Brake Pressure Modulator Valve (BPMV) Bracket Replacement Hydraulic Control Assembly - Antilock Brakes: Service and Repair Brake Pressure Modulator Valve (BPMV) Bracket Replacement Brake Pressure Modulator Valve BPMV Bracket Replacement Removal Procedure Caution: For safety reasons, the brake pressure modulator valve assembly must not be repaired, the complete unit must be replaced. With the exception of the EBCM, no screws on the brake pressure modulator valve assembly, may be loosened. If screws are loosened, it will not be possible to get the brake circuits leak-tight and personal injury may result. 1. Remove the battery. 2. Remove the battery tray. Important: Note the locations of the brake pipes in order to aid in installation. 3. Disconnect the caliper and wheel cylinder brake pipes (2) from the BPMV (3). Cover the ends of the brake pipes to avoid dripping or contamination. 4. Disconnect the master cylinder brake pipes (1) from the BPMV (3). Cover the ends of the brake pipes to avoid dripping or contamination. 5. Raise and support the vehicle on a suitable hoist. Refer to Vehicle Lifting. 6. Remove the front engine splash shield. 7. Remove the left engine splash shield. 8. Disconnect the Connector Position Assurance (CPA) (2) from the EBCM connector. 9. Push the lock tab (1) down and then move the sliding connector cover to the open position. Page 4546 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 6900 C413 - Fuel System C413 - Wheel Speed Sensors Page 3769 5. Remove the idle air control valve. 6. Remove the idle air control valve O-ring. INSTALLATION PROCEDURE NOTE: The IAC valve may be damaged if installed with the cone (pintle) extended more than 28 mm (1-1/8 in). Measure the distance that the valve is extended before installing a new valve. The distance from the idle air control valve motor housing to the end of the idle air control valve pintle should be less than 28 mm (1-1/8 in). Manually compress the pintle until the extension is less than 28 mm (1-1/8 in). Page 6696 Brake Fluid Level Sensor/Switch: Service and Repair Master Cylinder Fluid Level Sensor Replacement Removal Procedure 1. Disconnect the electrical connector from the brake fluid level sensor (1). 2. Remove the brake fluid level sensor (3). Using needle nose pliers, carefully depress the retaining tabs on the end of the brake fluid level sensor and press the sensor through the reservoir (1) to remove. Installation Procedure 1. Place the brake fluid level sensor (1) into the reservoir, press into place to secure the sensor retaining tabs. 2. Connect the electrical connector to the brake fluid level sensor (1). Page 6776 Alternator: Description and Operation GENERATOR The generator features the following major components: ^ The delta stator ^ The rectifier bridge ^ The rotor with slip rings and brushes ^ A conventional pulley ^ The regulator The pulley and the fan cool the slip ring and the frame. The generator features permanently lubricated bearings. Service should only include tightening of mount components. Otherwise, replace the generator as a complete unit. Page 428 Electrical Symbols Part 1 Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: All Technical Service Bulletins Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Page 3314 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 3966 Electrical Symbols Part 4 Page 598 15. Install the ignition switch bezel to the IP and press into place until fully seated. 16. Verify hazard warning switch operation. Page 3075 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 1273 Page 4966 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 547 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 2349 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 4908 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 7292 Ball Joint: Testing and Inspection Ball Joint Inspection ^ Tools Required J 8001 Dial Indicator Important: ^ The vehicle must rest on a level surface. ^ The vehicle must be stable. Do not rock the vehicle on the jack stands. 1. Raise and support the vehicle with safety stands. Refer to Vehicle Lifting. 2. Support the lower control arm with a jack stand, as far outboard as possible, near the lower ball joint. 3. Wipe the ball joint clean. Check the seals for cuts or tears. Important: If a seal is cut or torn, replace the lower ball joint. 4. Check the wheel bearings for looseness. If looseness in the wheel bearings is present, refer to Wheel Bearings Diagnosis. 5. Check the ball joint for horizontal looseness. 5.1. Position the J 8001 against the lowest outboard point on the wheel rim. 5.2. Rock the wheel in and out while reading the dial indicator. This shows horizontal looseness in the lower ball joint. 5.3. The dial indicator reading should be no more than 3.18 mm (0.125 inch). If the reading is too high, check the lower ball joint for vertical looseness. 6. Check the lower ball joint for wear and for vertical looseness using the following procedure: 6.1. Inspect by sight the lower ball joint for wear. The position of the housing into which the grease fitting is threaded indicates wear. This round housing projects 1.27 mm (0.050 inch) beyond the surface of the lower ball joint cover on a new ball joint. Under normal wear, the surface of the lower ball joint housing retreats inward very slowly. 6.2. First observe, then scrape a scale, a screwdriver, or a fingernail across the cover. If the round housing is flush with or inside of the cover surface, replace the lower ball joint. 6.3. Pry between the lower control arm and the steering knuckle while reading the dial indicator. This shows vertical looseness in the ball joint. The lower ball joint is not preloaded and may show some looseness. Page 2819 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Service and Repair Parking Light Bulb: Service and Repair HEADLAMP ASSEMBLY OR HEADLAMP BULB AND/OR CORNERING, SIDEMARKER, PARK, TURN SIGNAL BULB REPLACEMENT REMOVAL PROCEDURE 1. Open the hood. 2. Hold the headlamp in place while pulling upward on the release tabs (1). 3. Remove the headlamp (2) by pulling straight forward from the headlamp mounting panel. CAUTION: Refer to Halogen Bulb Caution in Service Precautions. 4. Disconnect the electrical connectors from the lamp sockets. 5. Remove the headlamp, and or park lamp sockets by rotating counterclockwise. 6. Pull the headlamp, and or park bulb from the socket. INSTALLATION PROCEDURE 1. Push the headlamp, and or park bulb into the socket. 2. Install the headlamp, and or park lamp by rotating the socket clockwise. 3. Connect the electrical connectors to the lamp sockets. Page 986 Throttle Position (TP) Sensor Page 3717 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 4221 Knock Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 1740 degradation. Important Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Disclaimer Page 2962 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (24X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle on hoist. Refer to Lifting and Jacking the Vehicle. 3. Remove the crankshaft harmonic balancer. 4. Note the routing of sensor harness before removal. 5. Remove the harness retaining clip with bolt. 6. Disconnect the sensor electrical connector. 7. Remove the sensor bolts (4). 8. Remove the sensor. INSTALLATION PROCEDURE 1. Install the 24X crankshaft position sensor (1) with bolts (4) and route harness as noted during removal. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the harness retaining clip (3) with bolt (4). Tighten Tighten the CKP sensor bolts to 10 N.m (89 lb in). 3. Connect the sensor electrical connector. 4. Install the balancer on the crankshaft. 5. Lower vehicle. Page 10241 11. Disconnect the hazard warning switch electrical connector. 12. Using a small flat-blade screwdriver, carefully release the two retaining features on the mounting bracket and remove the hazard warning switch from the bracket. 13. Install the mounting bracket on the new hazard warning switch. 14. Connect the electrical connector to the new hazard warning switch and insert it through the center air outlet opening in the IP. 15. Position the switch and mounting bracket to the IP and install the two attaching screws through the center air outlet opening. Tighten Tighten to 3 N.m (27 lb in). 16. Through the instrument cluster opening in the IP, install the remaining hazard warning switch attaching screw. Tighten Tighten to 3 N.m (27 lb in). 17. Install the cluster in the IP. Install the four screws. Tighten Tighten to 2 N.m (18 lb in). 18. Connect the electrical connector to the trip reset switch. 19. Install the IP cluster trim panel to the IP and install the two screws. Tighten Tighten to 2 N.m (18 lb in). 20. Install the center air outlet in the IP. 21. Install the bezel on the hazard warning switch. 22. Verify hazard warning switch operation. Grand Am 1. Apply the parking brake. 2. Using a small flat-blade screwdriver, carefully remove the ignition switch bezel. Page 8400 Page 11055 Wiper Blade: Service and Repair Wiper Blade Element Replacement REMOVAL PROCEDURE IMPORTANT: Replace the wiper blade element if it is removed from the wiper blade. 1. Remove the wiper blade from the wiper arm. 2. Remove the bottom claws (2) of the wiper blade (1) from the notches in the wiper blade element (3). 3. Pull the wiper blade element (3) out through the wiper blade claws (2). INSTALLATION PROCEDURE IMPORTANT: Keep the wiper blade claws in the rubber claw channel of the wiper blade element. Do not allow the claws of the wiper blade to contact the metal spline of the wiper blade element. 1. Insert the open end of the wiper blade element (3) into the bottom claws of the wiper blade (2). 2. Guide the wiper blade element (3) through the wiper blade (1) claw sets. 3. Engage the bottom claw (2) of the wiper blade (1) into the notches in wiper blade element (3). 4. Install the wiper blade onto the wiper arm. Page 625 Electrical Symbols Part 4 Page 9257 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 4793 4. Slowly apply pressure to top of the spring loaded sender until the sender aligns flush with the retainer on tank. IMPORTANT: Be sure that the cam lock ring is fully seated within the tab slots. 5. Install the cam lock ring. 6. Install the fuel tank (4). Specifications Brake Fluid: Specifications Type Delco Supreme II (R) Fluid, GM P/N 12377967 Or DOT-3 Equivalent Page 1094 5. Remove the TP sensor and O-ring. INSTALLATION PROCEDURE 1. Install the TP sensor O-ring on the TP sensor. 2. Install the TP sensor on the throttle body assembly. NOTE: Refer to Fastener Notice in Service Precautions. Page 3715 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Suspension - Front Suspension Clunk/Rattle Noise Cross-Member: Customer Interest Suspension - Front Suspension Clunk/Rattle Noise File In Section: 03 - Suspension Bulletin No.: 01-03-08-002B Date: April, 2003 INFORMATION Front Suspension Clunk Rattle Noise Diagnosis Models: 1998-2003 Chevrolet Malibu (Built After 10/97) 1998-1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1999-2003 Pontiac Grand Am This bulletin is being revised to correct the tightening specification for the lower control arm front bolts. Please discard Corporate Bulletin Numbers 01-03-08-002A and 00-03-08-003 (Section 03 Suspension). Important: The following information has also been updated within SI. If you are using a paper version of the Service Manual, please make a reference to this bulletin on the affected page. A number of front suspension lower control arms have been returned to the Warranty Parts Center (WPC). Input regarding these parts indicates replacement corrected front suspension related clunk/rattle type noise concerns. Analysis of these returned components indicates that they were manufactured to design intent and should have performed satisfactorily in the vehicle. It is recommended that when a front lower control arm is suspected to be the cause of a front suspension noise concern, the technician perform the following fastener tightening procedure prior to control arm replacement. 1. Position the vehicle on a level surface at curb height (supported by the tires). 2. Loosen the four lower control arm to front suspension crossmember attaching bolts. Tighten ^ Tighten the two lower control arm to suspension crossmember front attaching bolts to 60 N.m (45 lb ft) plus 180° rotation. ^ Tighten the two lower control arm to suspension crossmember rear attaching bolts to 100 N.m (74 lb ft) plus 180° rotation. 3. Road test vehicle to determine if the noise condition has been corrected. Important: If the control arm bushings require replacement, they are available separately and may be serviced without replacing the control arm. Disclaimer Page 2311 Locations View Page 3541 Intake Air Temperature (IAT) Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Page 5774 Phase three will eliminate the oil pump body 0-ring seal groove and the 0-ring seal. Beginning March 2004, a new stamped carrier molded rubber seal (2) will be used to seal the pump assembly to the transmission case. The pump sealing surface is now the outer diameter of the pump and the inner diameter (1) of the transmission case bore. Unlike the current 0-ring seal, which is installed on the oil pump body, the new seal is installed after the pump assembly is properly positioned and torqued in place. Seating the seal is accomplished when the torque converter housing is installed, which presses the seal (3) into position between the pump and the case bore (1). As a result of the modified casting and the deeper pump bore machining, the area between the oil pan mounting surface and the pump bore has decreased. Because of the reduced material in this area (1) it is necessary to use the shorter oil pan attaching bolts (2). Early pan bolts (3), before November 2002, should not be used with the modified case design, since they are 1.0 mm (0.39 in) longer and could deform the chamfer surface (4). Service Information Page 4688 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2057 Engine Mount: Testing and Inspection Engine Mount Inspection Notice: In order to avoid oil pan damage and possible engine failure, insert a block of wood that spans the width of the oil pan bottom between the oil pan and the jack support. Important: Before replacing any engine mount due to suspected fluid loss, make sure that the source of the fluid is the mount, not the engine or accessories. 1. Raise the engine in order to remove the weight from the engine mount and in order to place slight tension in the rubber. 2. Observe the engine mount while raising the engine. If the engine mount exhibits any of the following conditions, replace it. ^ The hard rubber surface is covered with heat check cracks. ^ The rubber is separated from the metal plate of the engine mount. ^ The rubber is split through the center of the engine mount. 3. If there is movement between the metal plate of the engine mount and its attaching points, lower the engine on the engine mount. Tighten the bolts or nuts attaching the engine mount to the frame or bracket. Page 8580 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 6192 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Tire Monitor System - TPM Sensor Information Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 1174 6. Perform the CKP System Variation Learn Procedure. See: Testing and Inspection/Programming and Relearning Page 4696 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 4061 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Locations Throttle Position Sensor: Locations Locations View Engine Controls - SES Lamp ON/TCC Inoperative PROM - Programmable Read Only Memory: Customer Interest Engine Controls - SES Lamp ON/TCC Inoperative File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-021 Date: May, 2002 TECHNICAL Subject: SES Lamp Illuminated, DTC P0741 - TCC Stuck Off (Reprogram the PCM) Models: 2002 Chevrolet Malibu with 3.1L Engine (VIN J - RPO LG8) and 4T40-E Transaxle Built between SOP and VIN Breakpoint 2M665370 Condition Some customers may comment that the Service Engine Soon lamp is illuminated. The torque converter clutch is no longer operational. The engine speed seems to be higher than normal when driving at highway speeds. Diagnostic Tip The technicians may find DTC P0741 stored, (TCC stuck off). Correction Reprogram the PCM with the new service calibration available from Techline in March, 2002 on the TIS 2000 version 22.003 or newer. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 10226 11. Disconnect the hazard warning switch electrical connector. 12. Using a small flat-blade screwdriver, carefully release the two retaining features on the mounting bracket and remove the hazard warning switch from the bracket. 13. Install the mounting bracket on the new hazard warning switch. 14. Connect the electrical connector to the new hazard warning switch and insert it through the center air outlet opening in the IP. 15. Position the switch and mounting bracket to the IP and install the two attaching screws through the center air outlet opening. Tighten Tighten to 3 N.m (27 lb in). 16. Through the instrument cluster opening in the IP, install the remaining hazard warning switch attaching screw. Tighten Tighten to 3 N.m (27 lb in). 17. Install the cluster in the IP. Install the four screws. Tighten Tighten to 2 N.m (18 lb in). 18. Connect the electrical connector to the trip reset switch. 19. Install the IP cluster trim panel to the IP and install the two screws. Tighten Tighten to 2 N.m (18 lb in). 20. Install the center air outlet in the IP. 21. Install the bezel on the hazard warning switch. 22. Verify hazard warning switch operation. Grand Am 1. Apply the parking brake. 2. Using a small flat-blade screwdriver, carefully remove the ignition switch bezel. Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview Begin the diagnosis of the body control system by performing the Diagnostic System Check for the system in which the customer concern is apparent. The Diagnostic System Check will direct you to the correct procedure for diagnosing the system end where the procedure is located. Page 3713 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 5222 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 8663 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 5220 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Power Sunroof Express Module Replacement Sunroof / Moonroof Module: Service and Repair Power Sunroof Express Module Replacement REMOVAL PROCEDURE 1. Close the sunroof. 2. Remove the headliner, as necessary. 3. Disconnect the wire harness connectors from both ends of the express module (8). 4. Remove the nylon tie straps from the express module (8). 5. Remove the express module (8) from the sunroof module by sliding the express module towards the right of the vehicle. INSTALLATION PROCEDURE Page 9412 Removal Procedure Important: The following procedure is for both the right and left rear split folding seat backs. 1. Open the rear compartment lid. 2. Pull the release handles for the rear split folding seat backs. Fold down the split folding seat backs slightly to release the seat back from the seat back latch. 3. With a flat-bladed tool release the locking mechanism for the inboard pivot bolt at the center pivot support. Right side shown, left side similar. 4. Lift up the seat back. This will disconnect the inboard pivot bolt from the center pivot support. 5. Slide the seat back towards the center of the vehicle to disconnect the outboard pivot pin from the wheelhouse bracket. Right side shown, left side similar. 6. Remove the seat back from the vehicle. Installation Procedure 1. Install the seat back into the vehicle. Align and insert the outboard pivot pin into the wheelhouse bracket. Right side shown, left side similar. 2. Open the locking mechanism for the center pivot support. Right side shown, left side similar. 3. Install the inboard pivot bolt to the center pivot support 4. Close the locking mechanism for the center pivot support. This will connect the inboard pivot bolt to the center pivot support. Page 1408 6. Remove the spark plug wires from the ignition coils. 7. Remove the spark plug wires from the engine. 8. If you are replacing the spark plug wires, transfer any of the following components: ^ Spark plug wire conduit ^ Spark plug wire retaining clips INSTALLATION PROCEDURE 1. Install the spark plug wires to the engine. 2. Install the spark plug wires to the ignition coils. Page 4680 Electrical Symbols Part 4 Page 3884 Conversion - English/Metric Page 8626 Models Supercede: This bulletin is being revised to add model years, models and additional information. Please discard Corporate Bulletin Number 00-00-89-008E (Section 00 - General Information). Some customers may want to tow their vehicle behind another vehicle with all FOUR tires on the ground. This is referred to as "dinghy" towing. Towing in this manner is acceptable only on the certain vehicles. The vehicle should be properly equipped and prepared as described below. The passenger cars listed above are the vehicles that CAN be dinghy towed. Passenger cars not listed above are vehicles where dinghy towing is not permitted or recommended. Certain 4WD trucks can be dinghy towed depending on the transfer case option. Rear wheel drive and AWD trucks should NOT be dinghy towed. Refer to the truck models and transfer case options below. Please refer to the applicable vehicle Owner's Manual before towing. Passenger Cars Page 6052 5. Use the J 41227 to remove the sleeve from the output axle. Installation Procedure Important: The output axle shaft sleeve and seal must be replaced together. DO NOT replace the sleeve or seal separately. 1. Use the J 41228 to install a new sleeve on the output axle shaft. Ensure that the collet is located in the snap ring groove when installing. 2. Install the new output axle seal. 3. Install one new snap ring on the output shaft. 4. Install the drive axle assembly. 5. Lower the vehicle. 6. Inspect the output axle shaft sleeve for leaks. 7. Inspect the oil level. Page 9020 Cross-Member: Service and Repair Rear Support Replacement Removal Procedure 1. Raise the vehicle and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and the wheel. 3. Remove the parking brake cables from the suspension support (1). 4. Remove the stabilizer shaft from the support (1). 5. Disconnect the electrical connections from the wheel speed sensors. 6. Remove the ABS electrical harness from the lateral links. 7. Remove the lateral links. 8. Remove the bolt from the vapor canister. 9. Remove the wheel speed sensor wiring harness from the rear support. Important: Support the rear suspension support with jack stands before removing the mounting bolts. 10. Remove the rear suspension mounting bolts (5,8,10,11). 11. Remove the rear suspension support. Installation Procedure Page 9735 Electrical Symbols Part 3 Page 9693 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Description and Operation Seat Belt Reminder Lamp: Description and Operation FASTEN SAFETY BELT INDICATOR The IPC illuminates the fasten safety belt indicator when the following occurs: ^ The Body Control Module (BCM) detects that the driver's seat belt is unbuckled. The BCM sends a message to the IPC via the Serial Peripheral Interface (SPI) requesting illumination. The IPC illuminates the indicator for 20 seconds and then flashes the indicator for 55 seconds. The BCM also sends a class 2 message to the radio in order to activate an audible warning. ^ The IPC performs the displays test at the start of each ignition cycle as commanded by the BCM. The indicator illuminates for approximately 3 seconds. ^ The IPC detects a loss of SPI communications with the BCM. Page 4703 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 9095 4. Use a flat-bladed tool to remove the center pillar upper trim panel (1) from its clips. Installation Procedure 1. Position the center pillar upper trim panel (1) to align the retaining clips. 2. Press in the center pillar upper trim panel to secure to the retaining clips. 3. Align the front seat shoulder belt guide to the guide adjuster track. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the front seat shoulder belt guide bolt. Tighten the bolt to 42 N.m (31 lb ft). 5. Install the front seat belt guide bolt cover. 6. Install the center pillar lower trim panel. Trim Replacement - Body Lock Pillar Trim Replacement - Body Lock Pillar Removal Procedure 1. Remove the rear seat back bolster from the vehicle if equipped with split/folding rear seat back. 2. Remove the rear seat back from the vehicle if equipped with a stationary rear seat back. Page 7871 29. Remove the daytime running lights sensor wiring harness clip (1) from the HVAC module assembly. 30. Disconnect the IP lamp dimmer switch electrical connector (2). 31. Remove the wiring harness clips (3) from the HVAC module assembly bracket. 32. Disconnect the vacuum source hose (4) from the vacuum tank. 33. Disconnect the blower motor resistor electrical connector. 34. Disconnect the blower motor electrical connector. Page 6808 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 9618 Audible Warning Device: Description and Operation General Informations The audible warnings alert the driver of a system concern or a critical vehicle condition. The radio generates the audible warnings through the left front speaker. The radio receives audible warning requests via the class 2 serial data line from the Body Control Module (BCM). If the radio receives multiple audible warning requests, the warning with the highest priority sounds first. The following lists the audible warning priority and the pulse rate: 1. Fast rate chime - 200 pulses per minute 2. Medium rate chime - 150 pulses per minute 3. Slow rate chime - 50 pulses per minute 4. Single chime Fasten Safety Belt Warning The radio activates the fasten safety belt audible warning as requested by the Body Control Module (BCM). The BCM sends a class 2 message to the radio indicating the chime of a slow rate frequency and an 8 second duration. The fasten safety belt warning sounds and the fasten safety belt indicator illuminates when the following occurs: ^ The ignition switch transitions to ON. ^ The BCM detects that the driver's seat belt is not buckled and the signal circuit is low. The IPC receives a message via the Serial Peripheral Interface (SPI) from the BCM requesting illumination of the seat belt indicator. If the seat belt is buckled when the ignition is turned on, the chime does not sound. If the seat belt is buckled while the chime is sounding, the chime stops. If the seat belt is unbuckled after the initial transition to ON, the chime does not sound. Key-In-Ignition Warning The radio activates the key-in-ignition audible warning as requested by the Body Control Module (BCM). The BCM sends a class 2 message to the radio indicating the chime of a medium rate frequency and a continuous duration. The key-in-ignition warning sounds when the following occurs: ^ The ignition switch is OFF. ^ The Body Control Module (BCM) determines that the driver door is open and the signal circuit is low. ^ The BCM determines that the key-in-ignition switch is closed and the signal circuit is low. Lights on Warning The radio activates the lights on warning as requested by the Body Control Module (BCM). The BCM sends a class 2 message to the radio indicating the chime of a fast rate frequency and duration (continuous). The lights on warning sounds when the following occurs: ^ The ignition is OFF (key out of the ignition). ^ The BCM determines that the driver door is open (signal circuit is low). ^ The BCM determines that the headlamp switch is in the park or head position. Park Brake Warning The radio activates the park brake audible warning as requested by the Body Control Module (BCM). The BCM sends a class 2 message to the radio indicating the chime of a fast rate frequency and a continuous duration. The park brake warning sounds and the brake indicator illuminates when the following occurs: ^ The ignition is ON. ^ The vehicle speed is greater than 5 km/h (3.1 mph). The BCM receives a class 2 message from the PCM indicating the vehicle speed. ^ The BCM determines that the park brake is engaged and the signal circuit is low. ^ The vehicle is not in park. The BCM receives a class 2 message from the PCM indicating the gear position. Turn Signal on The radio activates the turn signal on audible warning as requested by the Body Control Module (BCM). The BCM sends a class 2 message to the radio indicating the chime at a fast rate frequency and a continuous duration. The turn signal on warning sounds when the following occurs: ^ The ignition is ON. ^ The BCM detects that the turn signal is active for greater than 1.2 km (0.75 mi). The BCM calculates the distance based on a class 2 message from the PCM indicating the vehicle speed. Additional Warnings The following warnings have an associated IPC indicator: ^ ABS ^ Air Bag ^ Brake Warning ^ Charging System ^ Check Oil ^ Door Ajar ^ High Engine Coolant Temperature ^ Low Engine Coolant Level ^ Low Fuel ^ Low Engine Oil Pressure ^ Low Washer Fluid ^ Service Vehicle Soon The BCM sends a class 2 message to the radio indicating the chime at a medium rate frequency and a 3 second duration. The warning sounds once per Page 7691 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 2146 Equivalents - Decimal And Metric Part 1 Page 9826 Conversion - English/Metric Page 4868 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 10125 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Specifications Catalytic Converter: Specifications Exhaust Catalytic Converter to Manifold Nut .......................................................................................................................................... 35 Nm (26 ft. lbs.) Page 990 3. Install the 2 TP sensor fasteners, using a thread-locking compound on the screws. Loctite(R) 262, GM P/N #1052624., or equivalent should be used. Tighten Tighten the TP sensor attaching screws to 2 N.m (18 lb in). 4. Connect the TP sensor electrical connector. 5. Install the air intake duct. Page 4575 Fuel: Technical Service Bulletins Fuel System - E85 Fuel Usage Precautions Bulletin No.: 05-06-04-035C Date: July 30, 2007 INFORMATION Subject: Usage of E85 Fuels in GM Vehicles Models: 1997-2008 GM Passenger Cars and Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 1997-2008 Isuzu NPR Commercial Medium Duty Trucks 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add the 2008 model year and additional engines with E85 capability. Please discard Corporate Bulletin Number 05-06-04-035B (Section 06 Engine/Propulsion System). Customer Interest in E85 Fuel As the retail price of gasoline increases, some locations in the country are seeing price differentials between regular gasoline and E85 where E85 is selling for substantially less than regular grade gasoline. One result of this is that some customers have inquired if they are able to use E85 fuel in non-E85 compatible vehicles. Only vehicles designated for use with E85 should use E85 blended fuel. E85 compatibility is designated for vehicles that are certified to run on up to 85% ethanol and 15% gasoline. All other gasoline engines are designed to run on fuel that contains no more than 10% ethanol. Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause driveability issues, service engine soon indicators as well as increased fuel system corrosion. Using E85 Fuels in Non-Compatible Vehicles General Motors is aware of an increased number of cases where customers have fueled non-FlexFuel designated vehicles with E85. Fueling non-FlexFuel designated vehicles with E85, or with fuels where the concentration of ethanol exceeds the ASTM specification of 10%, will result in one or more of the following conditions: Lean Driveability concerns such as hesitations, sags and/or possible stalling. SES lights due to OBD codes. Fuel Trim codes P0171 and/or P0174. Misfire codes (P0300). Various 02 sensor codes. Disabled traction control or Stability System disabled messages. Harsh/Firm transmission shifts. Fuel system and/or engine mechanical component degradation. Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause driveability issues, service engine soon indicators as well as increased fuel system corrosion. If the dealer suspects that a non-FlexFuel designated vehicle brought in for service has been fueled with E85, the fuel in the vehicle's tank should be checked for alcohol content with tool J 44175. If the alcohol content exceeds 10% the fuel should be drained and the vehicle refilled with gasoline - preferably one of the Top Tier brands. Page 7251 2. Prior to rack and pinion boot installation, apply grease to the inner tie rod assembly (2) and the rack and pinion gear assembly (1). 3. Install the rack and pinion boot (3) onto the inner tie rod assembly (2). Important: The rack and pinion boot (3) must not be twisted, puckered or out of shape in any way. If the rack and pinion boot (3) is not shaped properly, adjust the rack and pinion boot (3) by hand before installing the boot clamp. 4. Install the rack and pinion boot onto the gear assembly (1) until the rack and pinion boot (3) is seated in the gear assembly groove. 5. Install the boot clamp (1) on the rack and pinion boot (2) with J 22610. 6. Crimp the boot clamp (1). 7. Pinch the pliers together on the rack and pinion boot (2) in order to install the tie rod end clamp. 8. Install the hex jam nut (2) to the inner tie rod assembly (1). 9. To assemble the outer tie rod assembly; refer to Tie Rod End Replacement - Outer. Rack and Pinion Gear Rack Bearing Preload Adjustment Rack and Pinion Gear Rack Bearing Preload Adjustment- Off Vehicle (Quiet Valve) Page 7286 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 2342 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Locations Locations View Page 5128 Electrical Symbols Part 3 Page 6318 4. Connect the EBCM harness connector (2) to the EBCM (1). 5. Push down the harness connector lock tab (1) and then move the sliding connector cover back in the home position to lock. 6. Push the CPA (2) back into place. 7. Install the left engine splash shield. 8. Lower the vehicle. Refer to Vehicle Lifting. 9. Perform the Diagnostic System Check ABS. Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Page 3168 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 8761 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 747 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 10916 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). A/T Control - DTC P0756 Diagnostic Tips Valve Body: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Locations Oil Level Sensor For ECM: Locations Locations View Engine Oil Level Switch (If Equipped) Page 2087 Oil Filter: Specifications Oil Filter ............................................................................................................................................... ............................................... 13 Nm (115 inch lbs.) Oil Filter Bypass Hole Plug ............................... ....................................................................................................................................... 19 Nm (14 ft. lbs.) Oil Filter Fitting ............................................................................................................................. ........................................................... 39 Nm (29 ft. lbs.) Page 10418 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 5136 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. A/T - Pressure Control Solenoid Replacement Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid Replacement File In Section: 07 - Transmission/Transaxle Bulletin No.: 02-07-30-048 Date: November, 2002 INFORMATION Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E Transaxle/Transmission Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes MN4, MN5, M13, M15, MN3, MN7 or M76 The pressure control solenoid in the above transaxles has changed for the 2003 models. Important: While the physical dimensions will allow usage of the new solenoid in past model transaxles or usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging of the pressure control solenoids will result in improper shift characteristics, customer dissatisfaction, and needed repeat repairs. When replacing a pressure control solenoid, be sure to use the correct part number. Page 5554 4. Disconnect the shift cable from the PNP switch. 5. Remove the shift cable bracket. 6. Remove the PNP switch. 7. Remove the transmission upper side cover bolts. 8. Install the engine support fixture. 9. Raise the vehicle. Refer to Vehicle Lifting. 10. Remove the left front tire and wheel. 11. Remove the left inner fender liner. 12. Remove the frame. 13. Remove the wheel drive shaft from the transmission. 14. Remove the transmission mount. 15. Lower the vehicle. Page 9037 Carpet: Technical Service Bulletins Interior - Elimination Of Unwanted Odors INFORMATION Bulletin No.: 00-00-89-027E Date: September 29, 2008 Subject: Eliminating Unwanted Odors in Vehicles Models: 2009 and Prior GM Passenger Cars and Trucks (including Saturn) 2009 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years and refine the instructions. Please discard Corporate Bulletin Number 00-00-89-027D (Section 00 - General Information). Vehicle Odor Elimination General Motors offers a product that may control or eliminate odors in the interior and luggage compartment areas of GM vehicles. GM Vehicle Care Odor Eliminator is a non-toxic, biodegradable odor remover. This odorless product has been shown to greatly reduce or remove objectionable smells of mold and mildew resulting from vehicle water leaks (as well as customer created odors, i.e. smoke). You may use GM Vehicle Care Odor Eliminator on fabrics, vinyl, leather, carpet and sound deadening materials. It may also be induced into HVAC modules and instrument panel ducts (for the control of non-bacterial related odors). Important: This product leaves no residual scent and should not be sold as or considered an air freshener. Product action may result in the permanent elimination of an odor and may be preferable to customers with allergies who are sensitive to perfumes. How to Use This Product GM Vehicle Care Odor Eliminator may be sprayed on in a ready-to-use formula or used in steam cleaners as an additive with carpet shampoo. This water-based, odorless product is safe for all vehicle interiors. Do not wet or soak any interior surface that plain water would cause to deteriorate, as this product will have the same effect. Also avoid letting this product come into contact with vinegar or any acidic substance. Acid-based products will hamper the effectiveness of, or render GM Vehicle Care Odor Eliminator inert. Note: Complete eight page treatment sheets are enclosed within each case of GM Vehicle Care Odor Eliminator. These treatment instructions range from simple vehicle odor elimination to full step by step procedures for odor removal from water leaks. If lost, contact 800-977-4145 to get a replacement set faxed or e-mailed to your dealership. Instructions and cautions are printed on the bottle, but additional help is available. If you encounter a difficult to eliminate or reoccurring odor, you may call 1-800-955-8591 (in Canada, 1-800-977-4145) to obtain additional information and usage suggestions. Important: This product may effectively remove odors when directly contacting the odor source. It should be used in conjunction with diagnostic procedures (in cases such as a water leak) to first eliminate the root cause of the odor, and then the residual odor to permanently correct the vehicle condition. Vehicle Waterleak Odor Elimination STEP ONE: Confirm that all water leaks have been repaired. Determine what areas of the vehicle were water soaked or wet. Components with visible mold/mildew staining should be replaced. Isolate the odor source inside the vehicle. Often an odor can be isolated to an area or component of the vehicle interior by careful evaluation. Odor evaluation may need to be performed by multiple persons. Another method of isolating an odor source is to remove and segregate interior trim and components. Plastic sheeting or drop cloths can be used to confine seats, headliners, etc. to assist in evaluation and diagnoses. If appropriate the vehicle and interior trim should be evaluated separately to determine if the odor stays with the vehicle or the interior components. Odors that stay with the vehicle may be isolated to insulating and sound deadening materials (i.e. water leak at the windshield or standing water in the front foot well area caused mold/mildew to form on the bulkhead or kick panel sound deadening pads. If the interior is removed the floor pan and primed/painted surfaces should be treated with bleach/soap solution, rinsed with clean water and dried. Interior surfaces should then be treated with GM Vehicle Care Odor Eliminator product before reinstalling carpet or reassembling. Page 3630 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 4360 Page 3539 Locations View Diagram Information and Instructions Fuel Pump Relay: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 3317 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Automatic Transmission Oil Cooler Pipes Replacement Fluid Line/Hose: Service and Repair Automatic Transmission Oil Cooler Pipes Replacement Automatic Transmission Oil Cooler Pipes Replacement Use only double-wrapped and use only brazed steel pipe meeting the GM specification 123M or equivalent if replacement of the transaxle oil cooler pipes are required. Ensure the pipe is double-flared. Removal Procedure Notice: Allow sufficient clearance around the transaxle oil cooler pipes and around the hoses to prevent damage or wear which may cause fluid loss. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Position the drain pan. 3. Remove the transaxle oil cooler hoses from the pipes. 4. Remove the transaxle oil cooler pipe fittings at the radiator. 5. Remove the transaxle oil cooler pipe clip bolt. 6. Remove the transaxle oil cooler pipes. Installation Procedure Important: The correct thread engagement is critical. Cross threaded fittings can achieve proper tightness value and still leak. 1. Install the transaxle oil cooler pipes. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the transaxle oil cooler pipe clip bolt. - Tighten the transaxle oil cooler pipe clip bolt to 4 Nm (27 inch lbs.). 3. Install the transaxle oil cooler pipe fittings at the radiator. - Tighten the transaxle oil cooler pipe fittings to 45 Nm (33 ft. lbs.). 4. Install the transaxle oil cooler hoses to the pipes. 5. Lower the vehicle. Notice: Do NOT overfill the transaxle. The overfilling of the transaxle causes foaming, loss of fluid, shift complaints, and possible damage to the Diagrams Page 2753 Electrical Symbols Part 2 Fuel System - Inaccurate Fuel Gauge Readings Fuel Gauge Sender: All Technical Service Bulletins Fuel System - Inaccurate Fuel Gauge Readings File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-04-008D Date: April, 2003 Subject: Inaccurate or Erratic Fuel Gauge Reading, Fuel Pump Related Driveability Concerns (Install New Fuel Tank Sender) Models: 2000-03 Chevrolet Cavalier, Malibu 2000-03 Oldsmobile Alero 2000-03 Pontiac Grand Am, Sunfire 2000-01 Toyota Cavalier with Plastic Fuel Tanks This bulletin is being revised to add a model year and to change the Correction information as well as the part number. Please discard Corporate Bulletin Number 01-06-04-008C (Section 06 Engine). Condition Some customers may comment about inaccurate or erratic fuel gauge readings. A typical comment might be that it appears from the gauge reading that there is fuel available, yet the tank is nearly empty. Cause This condition may be the result of the corrosive effect of certain fuel blends on the contact surfaces of the fuel tank sender. Vehicles built between the VIN breakpoints shown. Vehicles built prior to VIN breakpoint shown. Correction Important: ^ When servicing the fuel tank module or the fuel sender, DO NOT replace both parts. Only replace the appropriate part to repair the customer's concern. ^ The complete fuel level sender assembly P/N 22683260 is no longer available through GMSPO. This assembly is now serviced by a fuel tank module P/N 88957239 (minus sender) and the fuel tank sender, P/N 22709333. These two parts are no longer sold as one unit and can only be purchased separately. ^ Dealers within the provinces of British Columbia, Quebec, New Brunswick and the State of Maine, should refer to Customer Satisfaction Campaign 00101, dated January, 2001. When fuel gauge diagnosis in the Service Manual indicates the cause to be the fuel tank sender, replace the existing sender with a new sender, P/N 22709333, with improved corrosion resistant wiper contacts. Compressor Clutch Plate and Hub ASSY Removal (V5 Direct Mount) Compressor Clutch Hub: Service and Repair Compressor Clutch Plate and Hub ASSY Removal (V5 - Direct Mount) TOOLS REQUIRED ^ J 33027-A Clutch Hub Holding Tool ^ J 33013-B Hub and Drive Plate Remover/Installer ^ J 41790 Compressor Holding Fixture 1. Clamp the J 41790 in a vise and attach the A/C compressor to the holding fixture. 2. Hold the clutch hub and drive plate assembly (2) in place using the J 33027-A. 3. Remove the A/C compressor shaft nut with a 13 mm socket (1). 4. Thread the clutch plate and hub remover and installer tool hub and drive plate installer into the hub. 5. Remove the hub and drive plate assembly (1) by turning the center screw into the body of the hub and drive plate installer and against the A/C compressor shaft. 6. Remove the shaft key and retain for reassembly. OnStar(R) - Re-establishing OnStar(R) Communications Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 7013 Fuse Block Left IP, C3 Page 4183 Intake Air Temperature (IAT) Sensor Inlet Radiator Hose: Service and Repair Inlet Radiator Hose Replacement - Inlet ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the cooling system to a level below the hose being removed. 2. Using the J 38185, reposition the hose clamp at the radiator and the coolant outlet. 3. Remove the radiator inlet hose clamps (1) and hose (2) from the radiator and the coolant outlet. Installation Procedure 1. Install the radiator inlet hose (2) and the clamps (1) to the radiator and the coolant outlet. 2. Using the J 38185, reposition and install the hose clamps at the radiator and the coolant outlet. 3. Fill the cooling system. Page 2269 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 10569 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 732 Electrical Symbols Part 1 Page 5434 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the center console. 3. Disconnect electrical connector from the shift lock control (2) for the automatic transmission (AT). 4. Remove both ends of the AT shift lock control from pivot points (1). Installation Procedure Page 2579 4. Refill the cooling system. Refer to Draining and Filling Cooling System in Cooling System. Diagram Information and Instructions Temperature Gauge: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 10849 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Body - Vehicle Glass Distortion Information Front Corner Window Glass: Technical Service Bulletins Body - Vehicle Glass Distortion Information INFORMATION Bulletin No.: 00-08-48-005D Date: September 10, 2010 Subject: Distortion in Outer Surface of Vehicle Glass Models: 2011 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X 2010 and Prior Saturn Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories). Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has: - Accumulated some mileage. - Been frequently washed in automatic car washes, particularly "touchless" car washes. This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass. Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the outer surface of the glass which cannot be removed by scraping or polishing. If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may also see a line on the glass where the wiper blade or the belt seal contacts the glass. Important The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by New Vehicle Warranty. Disclaimer Page 6562 Brake Caliper: Specifications Front Caliper Bore Diameter ................................................................................................................ ..................................................... 60.0 mm (2.36 in) Page 4093 Electrical Symbols Part 1 Page 7957 Inflatable Restraint Sensing And Diagnostic Module: Service Precautions CAUTION: ^ Be careful when you handle a Sensing And Diagnostic Module (SDM). Do not strike or jolt the SDM. Before applying power to the SDM: ^ Remove any dirt, grease, etc. from the mounting surface ^ Position the SDM horizontally on the mounting surface ^ Point the arrow on the SDM toward the front of the vehicle ^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value Failure to follow the correct procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs. ^ If any water enters the vehicle's interior up to the level of the carpet or higher and soaks the carpet, the Sensing And Diagnostic Module (SDM) and the SDM harness connector may need to be replaced. The SDM could be activated when powered, which could cause deployment of the air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must be disabled. Refer to Disabling the SIR System. With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant soaking or evidence of significant soaking is detected, you must perform the following tasks: 1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4. Replace the SDM. Failure to follow these tasks could result in possible air bag deployment, personal injury, or otherwise unneeded SIR system repairs. ^ Proper operation of the Supplemental Inflatable Restraint (SIR) sensing system requires that any repairs to the vehicle structure return the vehicle structure to the original production configuration. Not properly repairing the vehicle structure could cause non-deployment of the air bag(s) in a frontal collision or deployment of the air bag(s) for conditions less severe than intended. Page 10004 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Specifications Compression Check: Specifications Compression Pressure limit ................................................................................................................. .........................................................689 kPa (100 psi) The lowest reading should not be less than 70 percent of the highest reading. Page 2133 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3276 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 4068 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 6579 Brake Fluid Level Sensor/Switch: Service and Repair Master Cylinder Fluid Level Sensor Replacement Removal Procedure 1. Disconnect the electrical connector from the brake fluid level sensor (1). 2. Remove the brake fluid level sensor (3). Using needle nose pliers, carefully depress the retaining tabs on the end of the brake fluid level sensor and press the sensor through the reservoir (1) to remove. Installation Procedure 1. Place the brake fluid level sensor (1) into the reservoir, press into place to secure the sensor retaining tabs. 2. Connect the electrical connector to the brake fluid level sensor (1). Page 6587 Brake Hose/Line: Service and Repair Brake Hose Replacement - Front Brake Hose Replacement - Front Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the front wheel and tire assembly. 3. Clean all dirt and foreign material from the brake hoses and brake pipe fittings. Important: Install a rubber cap or plug to the exposed brake pipe fitting end to prevent brake fluid loss and contamination. 4. Disconnect the front brake pipe fitting (1) from the brake hose (2), then cap or plug the brake pipe fitting end. 5. Remove the brake hose retaining clip (3) from the front brake hose mounting bracket. 6. Remove the brake hose from the bracket. 7. Remove the front brake hose-to-caliper bolt (1) from the brake caliper (3). 8. Remove the brake hose from the caliper. 9. Remove and discard the two copper brake hose gaskets (2). These gaskets may be stuck to the brake caliper and/or the brake hose end. Installation Procedure Important: Install the NEW copper brake hose gaskets (2). Page 727 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Disconnect the intake air temperature (IAT) sensor electrical connector. 3. Disconnect the MAP sensor (1) electrical connector. 4. Remove the air inlet duct from the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing. INSTALLATION PROCEDURE 1. Install the MAF sensor (1) to the air filter housing. 2. Install the air inlet duct to the MAF sensor and the throttle body. 3. Connect the IAT sensor electrical connector. 4. Connect the MAF sensor electrical connector. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 4452 Canister Purge Solenoid: Description and Operation EVAP VENT VALVE EVAP Vent Valve The EVAP vent valve controls fresh airflow into the EVAP canister. This is a normally open valve. The PCM will command the valve closed during some EVAP tests, allowing the system to be tested for leaks. Page 4100 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Specifications Brake Bleeding: Specifications ABS Modulator Bleeder Valves 80 inch lbs. Brake Caliper Bleeder Valve Front 115 inch lbs. Brake Caliper Bleeder Valve Rear 115 inch lbs. Brake Rear Wheel Cylinder Bleeder Valve 62 inch lbs. TCS Modulator Bleeder Valves 80 inch lbs. Brake System Flushing Brake Fluid Volume from the Abs Modulator Bleeder Valves 4 oz. Brake Fluid Volume from the Brake Calipers 8 oz. Brake System Pressure Bleed Initial Pressure Adjustment Setting Leak Testing the Hydraulic Brake System 10 psi Pressure Bleed Procedure Setting 35 psi Page 7862 Hose/Line HVAC: Service and Repair Evaporator Hose Assembly Replacement TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Remove the right front fender liner. 3. Disconnect the evaporator hose assembly from the evaporator. 4. Remove and discard the seal washer. 5. Remove the bolt holding the evaporator hose assembly to the condenser. 6. Remove the evaporator hose assembly from the condenser. 7. Remove and discard the Seal washer. Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 10487 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Engine - New Polymer Coated Piston and Rod Assembly Piston: Technical Service Bulletins Engine - New Polymer Coated Piston and Rod Assembly File In Section: 06 - Engine/Propulsion System Bulletin No.: 03-06-01-002 Date: February, 2003 INFORMATION Subject: New Polymer Coated Piston and Rod Assembly Models: 2000-2003 Buick Century 2002-2003 Buick Rendezvous 1996 Chevrolet Lumina APV 1997-2003 Chevrolet Venture 1999-2001 Chevrolet Lumina 1999-2003 Chevrolet Malibu, Monte Carlo 2000-2003 Chevrolet Impala 1996-2003 Oldsmobile Silhouette 1999 Oldsmobile Cutlass 1999-2003 Oldsmobile Alero 1996-1999 Pontiac Trans Sport 1999-2003 Pontiac Grand Am 2000-2003 Pontiac Grand Prix, Montana 2001-2003 Pontiac Aztek with 3.1L or 3.4L V-6 Engine (VINs E, J - RPOs LA1, LG8) A new piston and rod assembly has been released for use in the above models. The new piston is Polymer coated and will arrive with the piston rings and connecting rod already assembled to it, but does not contain the connecting rod bearing. Use this new piston assembly any time the need to replace either the piston or connecting rod should arise. The new piston assembly part numbers are shown. Parts are expected to be available from GMSPO February 17, 2003. Disclaimer Page 8690 Body Control Module: Reading and Clearing Diagnostic Trouble Codes Accessing and Reading Diagnostic Trouble Codes PROCEDURE A Tech II or equivalent Scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from the PCM or BCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the Scan tool manufacturer in order to access and read either current and/or history DTCs. Clearing Diagnostic Trouble Codes PROCEDURE Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer. NOTES: ^ Do not clear the DTCs unless directed to do so by the service information provided for each diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame data and/or malfunction history records) which may be helpful for some diagnostic procedures will be erased from the memory when the DTCs are cleared. ^ Interrupting PCM battery voltage to clear DTCs is NOT recommended. Service and Repair Front Steering Knuckle: Service and Repair Steering Knuckle Replacement Removal Procedure 1. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 2. Remove the brake caliper. 3. Remove the wheel drive shaft. 4. Remove the bolts (6) and nuts (2) attaching the steering knuckle (3) to the strut (1). 5. Remove the steering knuckle from the vehicle. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the steering knuckle (3) into the strut flange and install the steering knuckle bolts (6) and nuts (2). ^ Tighten the nuts (2) to 180 Nm (133 ft. lbs.). 2. Install the wheel drive shaft. 3. Install the brake caliper. 4. Check the front wheel alignment. Page 473 Electrical Symbols Part 2 Page 2341 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Testing and Inspection Windshield Washer Switch: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Wiper and Washer Systems/Testing and Inspection. Page 3557 9. Install the instrument panel closeout/insulator panel screws. Tighten Tighten the screws to 2 N.m (18 lb in). Parts Information Parts are available from any local auto parts store. The phone number for 3M(R) is 1-800-364-3577. Warranty Information For vehicles repaired under warranty, use the table shown. DISCLAIMER Locations Locations View Page 4864 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 7603 The old style nut shown is black and has a sheet metal cage around the nut. Parts Information Parts are currently available from GMSPO. Disclaimer Page 4577 Fuel: Technical Service Bulletins Fuel - Top Tier Detergent Gasoline Information Bulletin No.: 04-06-00-047 Date: June 24, 2004 ADVANCED SERVICE INFORMATION Subject: Top Tier Detergent Gasoline (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) Models: 2005 and Prior All General Motors Passenger Cars and Trucks (U.S. Only) A new class of gasoline, called Top Tier Detergent Gasoline, will be appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by four automotive companies. A description of the concept and benefits of Top Tier is provided in the following question and answer section. What is Top Tier Detergent Gasoline? Top Tier Detergent Gasoline is a new class of gasoline with enhanced detergency. It meets new, voluntary deposit control standards developed by four automotive companies that exceed the detergent requirements imposed by the EPA. Who developed Top Tier Detergent Gasoline standards? Top Tier Detergent Gasoline standards were developed by four automotive companies: BMW, General Motors, Honda and Toyota. Why was Top Tier Detergent Gasoline developed? Top Tier Detergent Gasoline was developed to increase the level of detergent additive in gasoline. The EPA requires that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In order to meet Top Tier Detergent Gasoline standards, a higher level of detergent is needed than what is required by the EPA. Also, Top Tier was developed to give fuel marketers the opportunity to differentiate their product. Why did the four automotive companies join together to develop Top Tier? All four corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency is an issue of concern to several automotive companies. What are the benefits of Top Tier Detergent Gasoline? Top Tier Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" set by the EPA. Clean engines help provide optimal fuel economy and performance and reduced emissions. Also, use of Top Tier Detergent Gasoline will help reduce deposit related concerns. Who should use Top Tier Detergent Gasoline? All vehicles will benefit from using Top Tier Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" set by the EPA. Those vehicles that have experienced deposit related concerns may especially benefit from use of Top Tier Detergent Gasoline. Where can Top Tier Detergent Gasoline be purchased? The Top Tier program began on May 3, 2004. Some fuel marketers have already joined and are making plans to introduce Top Tier Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, a list of all fuel marketers meeting Top Tier standards will be made available. For now, look for the "Top Tier" designation at the gas pump. Disclaimer Page 6983 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Page 3580 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Specifications Power Steering Fluid: Specifications Power Steering System GM Power Steering Fluid, GM P/N 1050017 or Equivalent Description and Operation Trunk Lamp: Description and Operation REAR COMPARTMENT LAMP The inadvertent power relay also provides battery positive voltage to the rear compartment lamp. When the rear compartment is opened, its switch closes to provide a ground circuit and the rear compartment lamp illuminates. Ground is provided at G401. Powertrain Control Module (PCM) Replacement Engine Control Module: Service and Repair Powertrain Control Module (PCM) Replacement REMOVAL PROCEDURE NOTE: In order to prevent internal damage to the PCM, the ignition must be OFF when disconnecting or reconnecting the PCM connector. Service should normally consist of either replacement of the powertrain control module (PCM) or electrically erasable programmable read-only memory (EEPROM) re-programming. If the diagnostic procedures call for the PCM to be replaced, the PCM should be inspected first in order to verify the PCM is the correct part. DTC P0602 indicates the EEPROM programming has malfunctioned. When DTC P0602 is set, re-program the EEPROM. CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Remove the left hush panel. 3. Loosen the PCM connector screws (1). NOTE: Do not touch the PCM connector pins or soldered components on the circuit board in order to prevent possible electrostatic discharge (ESD) damage. Do not remove the integrated circuit boards from the carrier. 4. Disconnect the PCM electrical connectors. 5. Depress the PCM retaining tabs. Page 9584 Electrical Symbols Part 2 OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Cellular Phone: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Page 4066 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 285 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Locations Locations Views Page 1046 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 9652 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 503 Dimmer Switch: Service and Repair IP DIMMER SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Disable the SIR system. Refer to Disabling the SIR System in Restraint Systems. 2. Remove the Instrument Panel (IP) cluster trim plate from the IP carrier. 3. Disconnect the hazard warning switch electrical connector if required. 4. Disconnect the electrical connector from the dimmer switch (2). 5. With a small flat-bladed tool release the retaining tabs (1) for the dimmer switch (2). 6. From the front of the IP cluster trim plate push outward on the dimmer switch (2). This will remove the dimmer switch (2) from the IP cluster trim plate. INSTALLATION PROCEDURE 1. Align the dimmer switch (2) with the opening in the IP cluster trim plate. 2. Push inward on the dimmer switch (2) until fully seated into the IP cluster trim plate. 3. Connect the electrical connector to the dimmer switch (2). 4. Connect the hazard warning switch electrical connector if required. 5. Install the IP trim plate to the IP Carrier. 6. Enable the SIR system. Refer to Enabling the SIR System in Restraint Systems. Service and Repair Hood Latch Release Cable: Service and Repair Hood Latch Release Cable Replacement Removal Procedure 1. Remove the grille. 2. Disconnect the hood release cable from the hood latch by squeezing the hood release cable retainer. 3. Remove the hood latch release cable from the retainer at the radiator support panel. 4. Remove the left sound insulator panel. 5. Remove the left front carpet retainer. 6. Fold the carpet down to access the hood latch cable grommet. 7. Remove the hood latch release cable screw from the handle. 8. Remove the hood latch release cable handle from the front hinge pillar. 9. Remove the hood latch release cable from the handle by pressing the tabs together. Important: Ensure the end of the wire or string remains in the passenger compartment. 10. Tie a wire or string to the end of the hood release cable in order to aid in the installation of the new hood release cable. 11. Pull the grommet from the engine compartment into the passenger compartment. Clean the old sealant from instrument panel hole. 12. Remove the hood latch release cable from the instrument panel. 13. Remove the wire or string from the hood release cable (1). Page 9823 Equivalents - Decimal And Metric Part 1 Page 7590 Wheels: Service and Repair Aluminum Wheel Refinishing Aluminum Wheel Refinishing Finish Damage Evaluation Procedure Important: ^ If the wheels are chrome-plated, do not re-plate or refinish the wheels. ^ If the wheels are polished aluminum, do not refinish the wheels in the dealer environment. Utilize a refinisher that meets manufacturer guidelines. 1. Inspect the wheels for damage from uncoated wheel balance weights or from automatic car wash facilities. 2. Inspect the wheels for the following conditions: ^ Corrosion ^ Scrapes ^ Gouges 3. Verify the damage is not deeper than what sanding can remove. 4. Inspect the wheels for cracks. If a wheel has cracks, discard the wheel. 5. Inspect the wheels for bent rim flanges. If a rim flange is bent, discard the wheel. Refinishing Procedure Caution: To avoid serious personal injury when applying any two part component paint system, follow the specific precautions provided by the paint manufacturer. Failure to follow these precautions may cause lung irritation and allergic respiratory reaction. 1. Remove the tire and wheel assembly from the vehicle. 2. Remove the balance weights from the wheel. 3. Remove the tire from the wheel. 4. Use a suitable cleaner in order to remove the following contaminants from the wheel: ^ Lubricants ^ Wax ^ Dirt Important: ^ Do not re-machine the wheel. ^ Do not use chemicals in order to strip the paint from the wheel. 5. Use plastic media blasting in order to remove the paint from the wheel. 6. If the wheel had a machined aluminum finish, spin the wheel and use sand paper in order to restore the circular machined appearance. Important: The wheel mounting surface and the wheel nut contact surface must remain free of paint. 7. Mask the wheel mounting surface and the wheel nut contact surface. 8. Follow the paint manufacturer's instructions for painting the wheel. 9. Unmask the wheel. 10. Install a new valve stem. Important: Use new coated balance weights in order to balance the wheel. 11. Install the tire to the wheel. 12. Use a suitable cleaner in order to remove the following contaminants from the wheel mounting surface: ^ Corrosion ^ Overspray ^ Dirt 3. Install the tire and wheel assembly to the vehicle. Page 2611 Various symbols are used in order to describe different service operations. Locations Underhood Fuse Block (Part 1) Page 4305 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 2770 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 805 Crankshaft Position Sensor: Connector Views Crankshaft Position (CKP) Sensor A Crankshaft Position (CKP) Sensor B Page 9665 Equivalents - Decimal And Metric Part 1 Page 7159 Frame Angle Measurement (Express / Savana Only) ........ Intake Manifold Replacement - Lower Intake Manifold: Service and Repair Intake Manifold Replacement - Lower Intake Manifold Replacement- Lower Removal Procedure Important: This engine uses a sequential multiport fuel injection system. Injector wiring harness connectors must be connected to their appropriate fuel injector or exhaust emissions or engine performance may be seriously affected. 1. Remove the upper intake manifold. 2. Remove the right (rear) and left (front) valve rocker arm covers. 3. Disconnect the Engine Coolant Temperature (ECT) sensor electrical connector. 4. Remove the fuel injector rail with lines and position aside. 5. Remove the power steering pump from the front engine cover and reposition. Page 2498 Radiator Cooling Fan Motor: Service and Repair Cooling Fan Replacement - Electric Removal Procedure Caution: To help avoid personal injury or damage to the vehicle, a bent, cracked, or damaged fan blade or housing should always be replaced. 1. Remove the bolt, which retains the A/C line to the fan shroud. 2. Remove air deflector shield. 3. Remove electrical harness from cooling fan retainers. 4. Disconnect the cooling fan electrical connector. 5. Remove the four upper fan bolts. 6. Raise the vehicle. Refer to Vehicle Lifting. 7. Remove lower closeout panel. 8. Remove the four lower fan bolts. 9. Remove the fan from the shroud. 10. Remove fan shroud from radiator. Installation Procedure 1. Install fan shroud to radiator. 2. Install the fan to the shroud. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the four lower fan bolts. Tighten bolts to 10 Nm (89 inch lbs.). 4. Install lower closeout panel. 5. Lower the vehicle. 6. Install the four upper fan bolts. OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 3332 Equivalents - Decimal And Metric Part 1 Page 4876 Mass Air Flow (MAF) Sensor Page 10570 There may be voids in the seam sealer in the cowl (front of the door area on the driver or passenger side). Refer to the illustration above. Correction Repair the area by applying enough seam sealer to fill all the voids. Condition 11 (Malibu) Some customers may comment about a mildew odor or wet front floor carpet on the driver side. Cause The park brake stud may not be sealed properly. Correction Remove the park brake stud nut and add a sealer to the stud and reassemble. Condition 12 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause There may be voids in the tail lamp area seam sealer on the right or left side of the vehicle. Refer to the bold line in the illustration above. Correction Use a soapy water mix and apply liberally to the seam area. Using shop air from inside the trunk, direct the air at the seam from the bottom of the seal. Repair area as necessary using seam sealer. Condition 13 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor, wet rear floor carpet or wet carpet in the trunk. Cause Page 3573 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 6059 14. Slide the housing over the spider assembly on the bar. 15. Slide the large diameter of the seal (2), with the larger clamp in place (3), over the outside of the trilobal tripot bushing and locate the lip of the seal in the groove. Important: The seal (2) must not be dimpled, stretched out or out of shape in any way. If the seal (2) is not shaped correctly, carefully insert a thin, flat, blunt tool (no sharp edges) between the large seal opening and the trilobal tripot bushing to equalize the pressure. Shape the seal properly by hand. Remove the thin, flat, blunt tool. 16. Position the joint assembly at the proper vehicle dimension (dimension a= 105 mm (41/8 in.). Important: Align the following items while latching: The seal (3) - The housing (1) - The large clamp (2) 17. Latch the seal retaining clamp (2) with J 35566. Reading and Clearing Diagnostic Trouble Codes Heated Glass Element: Reading and Clearing Diagnostic Trouble Codes With Scan Tool PROCEDURE Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer. NOTES: ^ Do not clear the DTCs unless directed to do so by the service information provided for each diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame data and/or malfunction history records) which may be helpful for some diagnostic procedures will be erased from the memory when the DTCs are cleared. ^ Interrupting PCM battery voltage to clear DTCs is NOT recommended. Without Scan Tool PROCEDURE Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer. NOTES: ^ Do not clear the DTCs unless directed to do so by the service information provided for each diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame data and/or malfunction history records) which may be helpful for some diagnostic procedures will be erased from the memory when the DTCs are cleared. ^ Interrupting PCM battery voltage to clear DTCs is NOT recommended. With Scan Tool PROCEDURE A Tech II or equivalent Scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from the PCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the Scan tool manufacturer in order to access and read either current and/or history DTCs. Without Scan Tool A Tech II or equivalent scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from the PCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the scan tool manufacturer in order to access and read either current and/or history DTCs. Page 2703 Body Control Module: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 2522 1. Install the outlet heater hose. 2. Connect the outlet heater hose to the heater core. 3. Use J 38185 to reposition the outlet heater hose clamp onto the heater core. 4. Connect the outlet heater hose (2) to the quick-connect fitting. 5. Use J 38185 to reposition the outlet heater hose clamp onto the quick-connect fitting. 6. Fill the engine coolant. Refer to Draining and Filling Cooling System in Cooling System. Page 6670 8. Parking brake adjustment is not necessary. This is a self adjusting system and damage may result from attempting to adjust or modify this system in any way. It may be necessary to adjust the rear brakes to obtain the proper tension in the system. Page 2534 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 7847 1. Install the outlet heater hose. 2. Connect the outlet heater hose to the heater core. 3. Use J 38185 to reposition the outlet heater hose clamp onto the heater core. 4. Connect the outlet heater hose (2) to the quick-connect fitting. 5. Use J 38185 to reposition the outlet heater hose clamp onto the quick-connect fitting. 6. Fill the engine coolant. Refer to Draining and Filling Cooling System in Cooling System. Ignition Control Module C1 Ignition Control Module (ICM) C1 A/T - Shift Flare/DTC's Set/SES Lamp ON Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 4949 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 607 For vehicles repaired under the terms of this special policy, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special policy condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12 for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs for the special policy condition are to be submitted prior to or by January 31, 2006 for 1999-2000 vehicles and May 31, 2007 for 2001-2002 vehicles. Repairs must have occurred within 10 years of the date the vehicle was originally placed in service, or 150,000 km (240,000 km), whichever occurs first. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductible), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Disclaimer Service Procedure The following procedure provides instructions for replacing the hazard warning switch located in the instrument panel (I/P). For additional information, refer to the Lighting subsection in the Body and Accessories section of the appropriate Service Manual or SI. Malibu 1. Remove the cover from the left side instrument panel (I/P) wiring harness junction block access panel. Page 1640 Brake Bleeding: Service and Repair Master Cylinder Bench Bleeding Master Cylinder Bench Bleeding Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. 1. Secure the mounting flange of the brake master cylinder in a bench vise so that the rear of the primary piston is accessible. 2. Remove the master cylinder reservoir cap and diaphragm. 3. Install suitable fittings to the master cylinder ports that match the type of flare seat required and also provide for hose attachment. 4. Install transparent hoses to the fittings installed to the master cylinder ports, then route the hoses into the master cylinder reservoir. 5. Fill the master cylinder reservoir to at least the half-way point with Delco Supreme II (R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 6. Ensure that the ends of the transparent hoses running into the master cylinder reservoir are fully submerged in the brake fluid. 7. Using a smooth, round-ended tool, depress and release the primary piston as far as it will travel, a depth of about 25 mm (1 inches), several times. Observe the flow of fluid coming from the ports. As air is bled from the primary and secondary pistons, the effort required to depress the primary piston will increase and the amount of travel will decrease. 8. Continue to depress and release the primary piston until fluid flows freely from the ports with no evidence of air bubbles. 9. Remove the transparent hoses from the master cylinder reservoir. 10. Install the master cylinder reservoir cap and diaphragm. 11. Remove the fittings with the transparent hoses from the master cylinder ports. Wrap the master cylinder with a clean shop cloth to prevent brake fluid spills. 12. Remove the master cylinder from the vise. Page 10245 Locations View Page 9607 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Diagram Information and Instructions Oil Pressure Sender: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 9760 Various symbols are used in order to describe different service operations. OnStar(R) - Cellular Antenna Replacement Parts Antenna, Navigation: All Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. Page 3994 PCM Connector C1 Part 3 Page 4415 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 4198 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 7852 High Pressure Safety Valve HVAC: Service and Repair Compressor Pressure Relief Valve Install (V5 - Direct Mount) TOOL REQUIRED J 41790 Compressor Holding Fixture 1. Clean the pressure relief valve seat area of the rear head. 2. Lubricate the O-ring of the new pressure relief valve with clean 525 viscosity refrigerant oil. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the new pressure relief valve into the compressor. Tighten Tighten the pressure relief valve to 9 N.m (80 lb in). 4. Remove the compressor from the J 41790. Page 3747 ^ If you are performing the pass-through programming procedure using a notebook computer without the power cord, ensure that the internal battery is fully charged. After Programming a Control Module The powertrain may operate slightly different after a control module software/calibration update. Operating the powertrain through various driving conditions allows the control module to re-learn certain values. The control module must re-learn the following after a software/calibration update: ^ Fuel trim correction ^ Idle Air Control (IAC) learned position ^ Automatic transmission shift adapts Other learned values only re-learn by performing a service procedure. If a control module is replaced the following service procedures may need to be performed: ^ The crankshaft variation learn procedure ^ The engine oil life reset procedure ^ The idle learn procedure ^ The inspection/maintenance complete system set procedure ^ The vehicle theft deterrent password learn procedure ^ The Throttle Position (TP) sensor learn procedure Body - Water Leaks to Interior/Trunk Cabin Ventilation Grille: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 8059 IMPORTANT: Remove any twists in the seat belt webbing before final assembly. 1. Install the seat belt retractor assembly. 2. Insert the top of the retractor into the mounting slots and pull downward. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the seat belt retractor bolt. Tighten Tighten the bolt to 42 N.m (31 lb ft). Page 3313 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 6761 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 495 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 7597 Wheel Bearing: Service and Repair Wheel Bearing/Hub Replacement- Front Wheel Bearing/Hub Replacement- Front Removal Procedure 1. Raise the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the wheel drive shaft. 4. Remove the brake rotor. 5. Remove the hub and bearing assembly bolts (5). 6. Remove the hub and bearing assembly (1) from the steering knuckle (2). Installation Procedure 1. Install the hub and bearing assembly (1) to the steering knuckle (2). Notice: Refer to Fastener Notice in Service Precautions. 2. Install the hub and bearing assembly bolts (5). ^ Tighten the hub and bearing assembly bolts to 95 Nm (70 ft. lbs.). 3. Install the brake rotor. 4. Install the wheel drive shaft. 5. Install the tire and wheel assemblies. 6. Check the front wheel alignment. Page 8680 Conversion - English/Metric Page 3067 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 3516 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 10401 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 9376 Seat Adjuster Switch - Driver Page 7060 C300 Page 1035 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 2039 Drive Belt: Testing and Inspection Drive Belt Rumbling Drive Belt Rumbling Diagnosis Diagnostic Aids Vibration from the engine operating may cause a body component or another part of the vehicle to make rumbling noise. The drive belt(s) may have a condition that can not be seen or felt. Sometimes replacing the drive belt may be the only repair for the symptom. If replacing the drive belt(s), completing the diagnostic table, and the noise is only heard when the drive belt(s) is installed, there might be an accessory drive component with a failure. Varying the load on the different accessory drive components may aid in identifying which component is causing the rumbling noise. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. This test is to verify that the symptom is present during diagnosing. Other vehicle components may cause a similar symptom. 3. This test is to verify that the drive belt(s) is causing the rumbling noise. Rumbling noise may be confused with an internal engine noise due to the similarity in the description. Remove only one drive belt at a time if the vehicle has multiple drive belts. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. Inspecting the drive belt(s) is to ensure that it is not causing the noise. Small cracks across the ribs of the drive belt will not cause the noise. Belt separation is identified by the plys of the belt separating and may be seen at the edge of the belt our felt as a lump in the belt. 5. Small amounts of pilling is normal condition and acceptable. When the pilling is severe the drive belt does not have a smooth surface for proper operation. Page 743 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gage Fitting INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution and Fuel Gage Leak Caution in Service Precautions. NOTE: Clean all of the following areas before performing any disconnections in order to avoid possible contamination in the system: ^ The fuel pipe connections ^ The hose connections ^ The areas surrounding the connections IMPORTANT: Position the fuel pressure gage fitting to avoid contact with the belt. 1. Install the J 34730-1A with the J 34730-262 to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Refer to Fuel Storage Caution in Service Precautions. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool until all of the air is bled out of the gage. 6. Close the bleed valve on the fuel pressure gage. 7. Command the fuel pump ON with a scan tool. 8. Inspect for fuel leaks. REMOVAL PROCEDURE Page 9285 1. Install the sunroof module to the vehicle through the door opening. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the sunroof module bolts to the sunroof module. Tighten Tighten the bolts to 11 N.m (97 lb in). 3. Connect the front and rear sunroof module drain hoses to the sunroof module. 4. Connect the sunroof module electrical connector to the sunroof module. 5. Install the headlining trim finish panel. 6. Install the sunroof sunshade. 7. Inspect the sunroof for proper operation. Page 8486 Speaker - LR Speaker - RF Page 7681 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Description and Operation Fuel Filler Cap: Description and Operation Fuel Filler Cap NOTE: If a fuel tank filler cap requires replacement, use only a fuel tank filler cap with the same features. Failure to use the correct fuel tank filler cap can result in a serious malfunction of the fuel and EVAP system. The fuel fill pipe has a tethered fuel filler cap. A torque-limiting device prevents the cap from being over tightened. To install the cap, turn the cap clockwise until you hear audible clicks. This indicates that the cap is correctly torqued and fully seated. A built-in device indicates that the fuel filler cap is fully seated. A fuel filler cap that is not fully seated may cause a malfunction in the emission system. Page 2768 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 2839 Ignition Control Module: Service and Repair REMOVAL PROCEDURE 1. Disconnect all the electrical connectors at the ignition control module. 2. Note position of spark plug wires for installation and disconnect the spark plug wires from ignition coils. 3. Remove the screws securing coil assemblies to ignition control module. 4. Remove the coils from ignition control module. 5. Remove the ignition control module from the bracket. INSTALLATION PROCEDURE 1. Install the ignition control module on the bracket. 2. Install the coils to ignition control module. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the screws. Tighten Tighten the screws to 4.5 N.m (40 lb in). 4. Connect the spark plug wires as noted during removal. 5. Connect the electrical connectors to the ignition control module. Page 734 Electrical Symbols Part 3 Page 6115 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 2428 Ignition Cable: Service and Repair Spark Plug Wire Replacement REMOVAL PROCEDURE 1. Turn OFF the ignition. NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug boot only. Do not pull on the spark plug wire or the wire could be damaged. 2. Remove the spark plug wires 2, 4, and 6 from the engine left side spark plugs. 3. Remove the spark plug wires from the retaining clips. 4. Remove the spark plug wires 1, 3, and 5 from the engine right side spark plugs. 5. Remove the spark plug wires from the retaining clip. Page 10276 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 8460 Speaker: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 3369 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 4609 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 2240 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Page 249 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. A/T - 4L60/65E, No Reverse/2nd or 4th Gear Sun Gear: All Technical Service Bulletins A/T - 4L60/65E, No Reverse/2nd or 4th Gear TECHNICAL Bulletin No.: 00-07-30-022D Date: June 10, 2008 Subject: No Reverse, Second Gear or Fourth Gear (Replace Reaction Sun Shell with More Robust Heat Treated Parts) Models: 1993 - 2005 GM Passenger Cars and Light Duty Trucks 2003 - 2005 HUMMER H2 with 4L60/65-E Automatic Transmission (RPOs M30 or M32) Supercede: This bulletin is being revised to add 2005 model year to the parts information. Please discard Corporate Bulletin Number 00-07-30-022C (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a no reverse, no second or no fourth gear condition. First and third gears will operate properly. Cause The reaction sun gear (673) may not hold inside the reaction sun shell (670). Correction Important: There are FOUR distinct groups of vehicles and repair procedures involved. Vehicles built in the 2001 model year and prior that make use of a reaction shaft to shell thrust washer: ^ The sun shell can be identified by four square holes used to retain the thrust washer. Use reaction sun shell P/N 24228345, reaction carrier to shell thrust washer (699B) P/N 8642202 and reaction sun gear shell thrust washer (674) P/N 8642331er (674) P/N 8642331along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and prior that have had previous service to the reaction sun shell: It is possible that some 2001 and prior model year vehicles have had previous service to the reaction sun shell. At the time of service, these vehicles may have been updated with a Reaction Sun Shell Kit (Refer to Service Bulletin 020730003) without four square holes to retain the thrust washer. If it is found in a 2001 model year and prior vehicles that the reaction sun shell DOES NOT have four square holes to retain the thrust washer, these vehicles must be serviced with P/Ns 24229825 (674), 24217328 and 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and later that make use of a reaction shaft to shell thrust bearing: The sun shell can be identified by no holes to retain the thrust washer. Use reaction sun shell, P/N 24229825, reaction carrier shaft to shell thrust bearing (669A), P/N 24217328 and reaction sun gear shell thrust washer (674), P/N 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built from November, 2001 through June, 2002: These vehicles should have the reaction carrier shaft replaced when the sun shell is replaced. Use shell kit P/N 24229853, which contains a sun shell (670), a reaction carrier shaft (666), a reaction carrier shaft to shell thrust bearing (669A) and a reaction sun gear shell thrust washer (674). The appropriate seals and washers listed below should also be used. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Follow the service procedure below for diagnosis and correction of the no reverse, no second, no forth condition. Important: If metallic debris is found on the transmission magnet, the transmission must be completely disassembled and cleaned. Metallic debris is defined as broken parts and pieces of internal transmission components. This should not be confused with typical "normal" fine particles found on all transmission magnets. Failure to properly clean the transmission case and internal components may lead to additional repeat repairs. 1. Remove the transmission oil pan and inspect the magnet in the bottom of the pan for metal debris. Refer to SI Document ID # 825141. Page 2076 - Support the GM Oil Life System, thereby minimizing the replacement of engine oil, before its life has been depleted. - Reduce the duplication of requirements for a large number of internal GM engine oil specifications. International Lubricants Standardization and Approval Committee (ILSAC) GF-5 Standard In addition to GM dexos 1(TM), a new International Lubricants Standardization and Approval Committee (ILSAC) standard called GF-5, was introduced in October 2010. - There will be a corresponding API category, called: SN Resource Conserving. The current GF-4 standard was put in place in 2004 and will become obsolete in October 2011. Similar to dexos 1(TM), the GF-5 standard will use a new fuel economy test, Sequence VID, which demands a statistically significant increase in fuel economy versus the Sequence VIB test that was used for GF-4. - It is expected that all dexos 1(TM) approved oils will be capable of meeting the GF-5 standard. However, not all GF-5 engine oils will be capable of meeting the dexos 1(TM) specification. - Like dexos(TM), the new ILSAC GF-5 standard will call for more sophisticated additives. The API will begin licensing marketers during October 2010, to produce and distribute GF-5 certified products, which are expected to include SAE 0W-20, 0W-30, 5W-20, 5W-30 and 10W-30 oils. Corporate Average Fuel Economy (CAFE) Requirements Effect on Fuel Economy Since CAFE standards were first introduced in 1974, the fuel economy of cars has more than doubled, while the fuel economy of light trucks has increased by more than 50 percent. Proposed CAFE standards call for a continuation of increased fuel economy in new cars and trucks. To meet these future requirements, all aspects of vehicle operation are being looked at more critically than ever before. New technology being introduced in GM vehicles designed to increase vehicle efficiency and fuel economy include direct injection, cam phasing, turbocharging and active fuel management (AFM). The demands of these new technologies on engine oil also are taken into consideration when determining new oil specifications. AFM for example can help to achieve improved fuel economy. However alternately deactivating and activating the cylinders by not allowing the intake and exhaust valves to open contributes to additional stress on the engine oil. Another industry trend for meeting tough fuel economy mandates has been a shift toward lower viscosity oils. dexos 1(TM) will eventually be offered in several viscosity grades in accordance with engine needs: SAE 0W-20, 5W-20, 0W-30 and 5W-30. Using the right viscosity grade oil is critical for proper engine performance. Always refer to the Maintenance section of a vehicle Owner Manual for the proper viscosity grade for the engine being serviced. GM Oil Life System in Conjunction With dexos (TM) Supports Extended Oil Change Intervals To help conserve oil while maintaining engine protection, many GM vehicles are equipped with the GM Oil Life System. This system can provide oil change intervals that exceed the traditional 3,000 mile (4,830 km) recommendation. The dexos (TM) specification, with its requirements for improved oil robustness, compliments the GM Oil Life System by supporting extended oil change intervals over the lifetime of a vehicle. If all GM customers with GM Oil Life System equipped vehicles would use the system as intended, GM estimates that more than 100 million gallons of oil could be saved annually. GM dexos 2(TM) Information Center Website Refer to the following General Motors website for dexos 2(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 2(TM) Engine Oil Trademark and Icons Page 4050 Electrical Symbols Part 2 Page 3982 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Locations Underhood Fuse Block (Part 1) Page 5511 3. Clean the area around and below the cover. 4. Inspect the transmission fluid level. Refer to Transmission Fluid Checking Procedure in the appropriate Service Manual. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Ignition Lock Cylinder/Switch - Replacement Revision Ignition Switch Lock Cylinder: Technical Service Bulletins Ignition Lock Cylinder/Switch Replacement Revision File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-020 Date: December, 2001 SERVICE MANUAL UPDATE Subject: Revised Ignition Lock Cylinder or Ignition Switch Assembly Replacement Models: 1996-1998 Buick Skylark 1997-2002 Chevrolet Malibu 1996-1998 Oldsmobile Achieva 1997-1999 Oldsmobile Cutlass 1999-2002 Oldsmobile Alero 1996-2002 Pontiac Grand Am This bulletin is being issued to revise the Lock Cylinder Replacement procedure and the Ignition Switch Assembly Replacement procedure in the Steering Wheel and Column or Instrument Panel, Gages and Console sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI2000 for 1998-2002. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. The above mentioned Service Manuals omitted information regarding performing the Passlock Relearn or Autolearn procedure after an ignition lock cylinder or ignition switch assembly has been replaced. If you have replaced either of these components, refer to the following procedures: For 1996-1998 Grand Am, Achieva, Skylark and 1997-98 Malibu and Cutlass paper Service Manuals, refer to Changing VTD Components in the Theft Deterrent subsection. For 1998-2000 Malibu, 1998-99 Cutlass, 1999-2000 Alero and Grand Am information in SI2000, refer to Passlock Reprogramming Autolearn in the Theft Deterrent subsection. For 2001-2002 Malibu, Alero and Grand Am, refer to Programming Theft Deterrent System Components in the Theft Deterrent subsection. Disclaimer Specifications Coolant Reservoir: Specifications Surge Tank Bolt ................................................................................................................................... ................................................ 10 Nm (89 inch lbs.) Surge Tank Line Fitting ..................................... ...................................................................................................................................... 21 Nm (15 ft. lbs.) Page 6570 10. Fill the master cylinder to the proper level with clean brake fluid. 11. Bleed the hydraulic brake system. 12. Inspect the hydraulic brake system for leaks. Page 1434 Disclaimer Page 6976 Disclaimer Page 3058 Electrical Symbols Part 4 Page 3480 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 1038 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 2045 Drive Belt Vibration Diagnosis Diagnostic Aids The accessory drive components can have an affect on engine vibration. Such as but not limited to the A/C system over charged, the power steering system restricted or the incorrect fluid, or an extra load on the generator. To help identify an intermittent or an improper condition, vary the loads on the accessory drive components. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. This test is to verify that the symptom is present during diagnosing. Other vehicle components may cause a similar symptom such as the exhaust system, or the drivetrain. 3. This test is to verify that the drive belt(s) or accessory drive components may be causing the vibration. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. The drive belt(s) may cause a vibration. While the drive belt(s) is removed this is the best time to inspect the condition of the belt. 6. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. 8. This step should only be performed if the fan is driven by the drive belt. Inspect the engine cooling fan for bent, twisted, loose, or cracked blades. Inspect the fan clutch for smoothness, ease of turning. Inspect for a bent fan shaft or bent mounting flange. 9. This step should only be performed if the water pump is driven by the drive belt. Inspect the water pump shaft for being bent. Also inspect the water pump bearings for smoothness and excessive play. Compare the water pump with a known good water pump. 10. Accessory drive component brackets that are bent, cracked, or loose may put extra strain on that accessory component causing it to vibrate. Drive Belt Whine Drive Belt Whine Diagnosis Page 9922 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 4445 EVAP Purge Valve 1. Position the EVAP canister purge valve on the intake manifold and install the retainer bolt. Tighten Tighten the EVAP canister purge valve retaining bolt to 10 N.m (89 lb in). 2. Connect the EVAP canister purge pipe and the vacuum supply hose. 3. Connect the EVAP canister purge valve electrical connector. Page 1843 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 1605 The dexos (TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos (TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos (TM)specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 2(TM) engine oil. GM dexos 2(TM) Engine Oil Specification - dexos 2(TM) is approved and recommended by GM for use in Europe starting in model year 2010 vehicles, regardless of where the vehicle was manufactured. - dexos 2(TM) is the recommended service fill oil for European gasoline engines. Important The Duramax(TM) diesel engine is the exception and requires lubricants meeting specification CJ-4. - dexos 2(TM) is the recommended service fill oil for European light-duty diesel engines and replaces GM-LL-B-025 and GM-LL-A-025. - dexos 2(TM) protects diesel engines from harmful soot deposits and is designed with limits on certain chemical components to prolong catalyst life and protect expensive emission reduction systems. It is a robust oil, resisting degradation between oil changes and maintaining optimum performance longer. Disclaimer Page 4852 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 11072 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6630 4. Remove the tire and wheel assembly. 5. Remove the brake drums. 6. Remove the brake shoes (1). 7. Disconnect the cable from the park brake lever (7). 8. Remove the cable from the backing plate (5) using the J 37043. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Connect the cable to the backing plate (5). 2. Connect the cable to the park brake lever (7). 3. Install the brake shoes (1). 4. Install the brake drums. 5. Parking brake adjustment is not necessary. This is a self adjusting system and damage may result from attempting to adjust or modify this system in any way. It may be necessary to adjust the rear brakes to obtain the proper tension in the system. 6. Install the tire and wheel assembly. Page 10876 Window Switch - LR Page 10547 Turn Signal Switch: Service and Repair Multifunction Turn Signal Lever Replacement - On Vehicle Removal Procedure Caution: Refer to SIR Caution in Service Precautions. 1. Disable the Supplemental Inflatable Restraints (SIR). 2. Remove the steering column trim cover. 3. Remove the mounting screw (1) from the multifunction switch (2). 4. Remove the multifunction switch (1) from the column (2). 5. Disconnect the electrical connectors (3) from the multifunction switch (1). Installation Procedure 1. Connect the electrical connectors to the multifunction switch (1). 2. Position the multifunction switch (1) on the steering column (2) while depressing the spring loaded horn pin. Page 4695 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 1122 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 1082 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3153 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 2884 Electrical Symbols Part 2 Page 3535 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 22 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Page 4838 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Instrument Panel - Rattle/Itching Noise Body Control Module: Customer Interest Instrument Panel - Rattle/Itching Noise File In Section: 08 - Body and Accessories Bulletin No.: 02-08-49-002 Date: May, 2002 TECHNICAL Subject: Dash Rattle/Itching Noise From Instrument Panel/Glove Box Area While Driving (Reposition Body Control Module (BCM) Bracket and Insulate Blower Motor Bolt Washer) Models: 2002 Chevrolet Malibu 2002 Oldsmobile Alero 2002 Pontiac Grand Am Built Prior to VIN Breakpoints 2C535843 or 2M137264 Condition Some customers may comment on a dash rattle/itching type noise from the instrument panel/glove box area while driving. Cause This condition may be caused by the BCM mounting bracket contacting the bolt head washer of the blower motor mounting bolts. Correction To correct this condition, follow the service procedure below: 1. Remove the screws retaining the instrument panel right side closeout/insulator panel. 2. Remove the instrument panel closeout/insulator panel. 3. Slide the BCM out of the BCM bracket. 4. Inspect for a contact point between the BCM bracket (2) and the blower motor screw head washer (1). 5. Reposition the BCM bracket (2) approximately 5 mm (0.2 in) down by pulling down on the BCM bracket (2) near the contact point. 6. Install one Electrical Moisture Sealant Patch, 3M(R) P/N 054007-06149 or equivalent, on the blower motor between the BCM bracket (2) and the blower motor screw head washer (1). 7. Reinstall the BCM into the BCM bracket (2). 8. Install the instrument panel right side closeout/insulator panel. Page 3815 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 3062 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 7677 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 4989 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 10558 For vehicles repaired under warranty, use the table. Disclaimer Page 5699 When Servicing transmissions with the new seal design, use the following precautions: ^ The outer diameter of the pump assembly and case bore must be clean and free of burrs or raised surfaces. Be aware of sharp edges that could damage the seal during installation. ^ The seal should be clean and dry before installation. It does not require lubrication for installation. ^ The seal should be inspected prior to installation for obvious damage. ^ It is preferable to hand-start the seal positioning the seal evenly around the case bore before installing the torque converter housing. ^ The seal can be easily removed by prying it out, typical of a pressed-on seal. ^ The seal may be reused, however a thorough inspection must be performed. Inspect the seal for the following conditions: ^ Distortion of the metal carrier or separation from the rubber seal. ^ A cut, deformed, or damaged seal. ^ Refer to the appropriate unit repair information in SI for seal removal and installation procedures. Parts Interchangeability Information In order to properly service the different designs, it is necessary to correctly identify and select corresponding parts for each level. This table provides a summary of the part usage for the different design levels. Page 4056 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 2354 Conversion - English/Metric Description and Operation Brake Warning Indicator: Description and Operation Brake System Indicator The Body Control Module (BCM) sends a message to the IPC via the Serial Peripheral Interface (SPI) requesting illumination. The IPC illuminates the brake indicator when the following occurs: ^ The BCM detects that the park brake is engaged. If the vehicle speed is greater than 5 km/h (3.1 mph) with the park brake engaged, the BCM sends a class 2 message to the radio in order to activate an audible warning. ^ The BCM detects a low brake fluid condition, signal circuit is low. The BCM also sends a class 2 message to the radio in order to activate an audible warning. ^ The BCM detects a malfunction in the brake fluid level circuit. The BCM also sends a class 2 message to the radio in order to activate an audible warning. ^ The Electronic Brake Control Module (EBCM) detects a malfunction in the braking system. The BCM receives a class 2 message from the EBCM requesting illumination. The BCM also sends a class 2 message to the radio in order to activate an audible warning. ^ The IPC performs the displays test at the start of each ignition cycle as commanded by the BCM. The indicator illuminates for approximately 3 seconds. Page 3295 Equivalents - Decimal And Metric Part 1 Page 7271 end could collapse the steering shaft or loosen the plastic injections, which maintain column rigidity. Leaning on the column assembly could cause the jacket to bend or deform. Any of the above damage could impair the columns collapsible design. Do NOT hammer on the end of the shaft, because hammering could loosen the plastic injections, which maintain column rigidity. If you need to remove the steering wheel, refer to the Steering Wheel Replacement. 11. Remove the steering column (2) from the vehicle. Installation Procedure Caution: In order too ensure the intended function of the steering column in a vehicle during a crash and in order to avoid personal injury to the driver, perform the following: ^ Tighten the steering column lower fasteners before you tighten the steering column upper fasteners. Failure to do this can damage the steering column. ^ Tighten the steering column fasteners to the specified torque. Overtightening the upper steering column fasteners could affect the steering column collapse. 1. Install the steering column (2) in the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the steering column lower mounting nuts (3). ^ Tighten the bolts to 26 Nm (19 ft. lbs.). 3. Install the steering column upper mounting bolts (1). ^ Tighten the bolts to 26 Nm (19 ft. lbs.). 4. Install the upper pinch bolt (3) to the intermediate shaft (4). ^ Tighten the bolt to 22 Nm (16 ft. lbs.). 5. Install the SIR coil. Page 9898 Electrical Symbols Part 1 Page 7046 For vehicles repaired under warranty, use the table. Disclaimer Page 8630 2. Place the AT in Park (P) or the MT in the lowest gear (1st). 3. Securely attach the vehicle being towed to the tow vehicle. Caution: Shifting the transfer case to Neutral can cause the vehicle to roll, even if the transmission is in park (automatic) or 1st gear (manual), and may cause personal injury. 4. If equipped, place the transfer case shift lever in Neutral (N). Note: Use extra care whenever towing another vehicle. Do not exceed the towing vehicle's gross combination weight (GCW) by adding the weight of the dinghy towed vehicle or vehicle damage may result. 5. When the vehicle being towed is firmly attached to the tow vehicle, release the parking brake. 6. The Owner's Manual specifies the appropriate ignition key position to ensure that the steering is unlocked to allow the front wheels to follow the tow vehicle. Rear Wheel Drive Light Duty Trucks Important: ^ Dust or dirt can enter the back of the transmission through the opening created by the removal of the slip yoke from the transmission if proper protection is not provided. ^ Verify that the transmission fluid is at the proper level before driving the truck. Rear wheel drive vehicles, equipped with AT or MT, should NOT be dinghy towed. These transmissions have no provisions for internal lubrication while being towed. In order to properly tow these vehicles, place the vehicle on a platform trailer with all four tires off the ground. Avoid towing the vehicle with all four tires on the ground. In rare instances when it is unavoidable that a rear wheel drive vehicle be dinghy towed, the propeller shaft to axle yoke orientation should be marked and the propeller shaft removed. Refer to the applicable Service Manual for procedures on propeller shaft removal/installation. Transfer Case Identification Page 7348 8. Remove the bolts (1) from the insulator brackets (2) attaching the stabilizer shaft (3) to the crossmember (4). 9. Remove the stabilizer shaft insulators and lubricate the entire insulator with Special Lubricant, P/N 12345879 (in Canada, use P/N 10953511). 10. Install the lubricated insulators back onto the stabilizer shaft. 11. Install the insulator brackets (2) and the bolts (1) to the stabilizer shaft (3). Tighten Tighten the bolts to 69 N.m (51 lb ft). 12. Install the power steering line bracket from the suspension crossmember on the right side of the vehicle. 13. Raise the rear of the crossmember with the adjustable jack stand. Important: Cross member nuts (1) and (6) are captured nuts. 14. Install the rear lower control arm bolts (3) through the crossmember. Tighten Tighten the rear lower control arm bolts (3) to 245 Nm (180 lb ft). Page 2202 EN-48672 rear Main Oil Seal Remover Tool This tool has a unique design to allow the technician to easily remove the rear main seal without nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal, review the above illustration to become familiar with the following components: Removal Plate Threaded Adjustment Pins and Jam Nuts Force Screw # 2 Self Drill Screws 38 mm (1.5 in) long 8 needed Extreme Pressure Lubricant Removal Procedure Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of the crankshaft flange and secure the plate with adjustment pins and jam nuts. Page 6078 A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Technical Service Bulletin # 08-07-30-009B Date: 080501 A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Page 634 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 1554 Radiator Hose: Service and Repair Outlet Radiator Hose Replacement - Outlet ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the cooling system. 2. Using the J 38185, reposition the hose clamp at the water pump housing. 3. Disconnect the outlet hose from (3) the water pump housing (1). 4. Using the J 38185, reposition the hose clamp at the radiator. 5. Disconnect the outlet hose (3) from the radiator (2). 6. Remove the outlet hose. Installation Procedure 1. Align the marks on the hose. Install the outlet hose to the radiator. 2. Install the outlet hose (3) to the radiator (2). 3. Using the J 38185, reposition and install the hose clamp at the radiator. 4. Install the outlet hose (3) to the water pump housing (1). 5. Using the J 38185, reposition and install the hose clamp at the water pump housing. 6. Fill the cooling system. OnStar(R) - Re-establishing OnStar(R) Communications Navigation System: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 10614 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 1104 Electrical Symbols Part 4 Page 3705 Electrical Symbols Part 2 Page 7698 Various symbols are used in order to describe different service operations. Page 7486 Tires: Description and Operation General Description The factory installed tires are designed in order to operate satisfactorily with loads up to and including the full rated load capacity when these tires are inflated to the recommended pressures. The following factors have an important influence on tire life: ^ Correct tire pressures ^ Correct wheel alignment ^ Proper driving techniques The following factors increase tire wear: ^ Heavy cornering ^ Excessively rapid acceleration ^ Heavy braking Tread Wear Indicators Description The original equipment tires have tread wear indicators that show when you should replace the tires. The location of these indicators are at 72 degree intervals around the outer diameter of the tire. The indicators appear as a 6 mm (0.25 inch) wide band when the tire tread depth becomes 1.6 mm (2/32 inch). Metric Wheel Nuts and Bolts Description Metric wheel/nuts and bolts are identified in the following way: ^ The wheel/nut has the word Metric stamped on the face. ^ The letter M is stamped on the end of the wheel bolt. The thread sizes of metric wheel/nuts and the bolts are indicated by the following example: M12 x 1.5. ^ M = Metric ^ 12 = Diameter in millimeters ^ 1.5 = Millimeters gap per thread Tire Inflation Description When you inflate the tires to the recommended inflation pressures, the factory-installed wheels and tires are designed in order to handle loads to the tire's rated load capacity. Incorrect tire pressures, or under-inflated tires, can cause the following conditions: ^ Vehicle handling concerns ^ Poor fuel economy ^ Shortened tire life ^ Tire overloading Inspect the tire pressure when the following conditions apply: ^ The vehicle has been sitting at least 3 hours. ^ The vehicle has not been driven for more than 1.6 km (1 ml). ^ The tires are cool. Inspect the tires monthly or before any extended trip. Adjust the tire pressure to the specifications on the tire label. Install the valve caps or the extensions on the valves. The caps or the extensions keep out dust and water. The Kilopascal (kPa) is the metric term for pressure. The tire pressure may be printed in both Kilopascal (kPa) and psi. One psi equals 6.9 kPa. Page 3342 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement (24X) REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle on hoist. Refer to Lifting and Jacking the Vehicle. 3. Remove the crankshaft harmonic balancer. 4. Note the routing of sensor harness before removal. 5. Remove the harness retaining clip with bolt. 6. Disconnect the sensor electrical connector. 7. Remove the sensor bolts (4). 8. Remove the sensor. INSTALLATION PROCEDURE 1. Install the 24X crankshaft position sensor (1) with bolts (4) and route harness as noted during removal. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the harness retaining clip (3) with bolt (4). Tighten Tighten the CKP sensor bolts to 10 N.m (89 lb in). 3. Connect the sensor electrical connector. 4. Install the balancer on the crankshaft. 5. Lower vehicle. Page 7107 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation 06-08-111-004B - BULLETIN CANCELLATION NOTIFICATION Body Emblem: Technical Service Bulletins 06-08-111-004B - BULLETIN CANCELLATION NOTIFICATION TECHNICAL Bulletin No.: 06-08-111-004B Date: September 25, 2009 Subject: Information on Discoloration, Blistering, Peeling or Erosion of Various Exterior Emblems Including Chevy Bowtie (Bulletin Cancelled) Models: 2009 and Prior GM Passenger Cars and Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being cancelled. Please discard Corporate Bulletin Number 06-08-111-004A (Section 08 - Body & Accessories). This bulletin is being cancelled. The information is no longer applicable. Disclaimer Service and Repair Muffler: Service and Repair Muffler Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove intermediate pipe to muffler nuts. 3. Disconnect the exhaust muffler rear hanger insulators from the exhaust muffler. 4. Remove the exhaust muffler. Installation Procedure Page 8599 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 7063 C413 - Wheel Speed Sensors Page 2872 Equivalents - Decimal And Metric Part 1 Page 2586 Electrical Symbols Part 3 Page 793 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 440 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 9862 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 7390 Do Not Replace coil-over shock absorbers displaying condition 1 or 2 levels of seepage. 1. Oil or fluid residue only on the bottom of the lower shock absorber tube or the coil-over shock absorber components and not originating from the shaft seal (located at the top of the coil-over shock tube). 2. Light film/residue on the shock absorber tube, but not on the spring seat and originating from the shaft seal. Replace coil-over shock absorbers displaying conditions 3 and 4 levels of leaks. 3. Oil drip or trail down the lower shock tube and originating from the shaft seal. 4. An extreme, wet film of oil covering the shock absorber tube and pooling in the spring seat and originating from the shaft seal. Struts Do Not Replace Struts displaying condition 1 or 2 levels of seepage. 1. Oil or fluid residue only on the bottom of the strut tube or on other strut components and not originating from the shaft seal. 2. Light film/residue on the strut tube, but not on the spring seat and originating from the shaft seal. Replace Struts displaying conditions 3 and 4 levels of leaks. 3. Oil drip or trail down the strut tube and originating from the shaft seal (located at the top of the strut tube). 4. Extreme wet film of oil covering the strut tube and pooling in the spring seat and originating from the shaft seal. Correction Use the information published in SI for diagnosis and repair. Use the applicable published labor operation. Disclaimer Page 9422 Disclaimer Page 3923 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 9185 TECHNICAL Bulletin No.: 05-08-51-008C Date: June 22, 2009 Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust) Models: 1994-2010 GM Passenger Cars and Trucks (Including Saturn) 2003-2010 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories). Condition Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust. Cause Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces. Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material can lay on top of, or become embedded in, the paint surface. Correction Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials recommended to repair rail dust or iron dust: 1. GEL TYPE OXALIC ACID: - Has the characteristics of the liquid type oxalic acid but stays where you put it because of its gel consistency. 2. CLAY TYPE NON-ACID BASED: - Requires surface lubricant during use. - Has different grades available. Caution Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions closely because it may require special handling and disposal. If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated. After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation. Procedure 1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS. 2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover. 3. Perform the removal process according to the chemical manufacturer's directions. Once the damage has been repaired, the final step involves a polishing process. Rail Dust Remover Manufacturers Use the chemical manufacturers listed below, or equivalent: Auto Magic(R) or Clay Magic(R) products available from: Auto Wax Company, Inc. Page 7420 7. Remove the strut from the J 34013-B. 8. Install the strut assembly. Page 8668 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 6435 When using the On-Car lathe on vehicles equipped with limited slip (or posi-trac) rear system, it is critical that the rear drive shaft is disconnected/disengaged prior to operation of the On-Car lathe. Remember to mark and re-index the drive shaft correctly on re-assembly to prevent creating driveline vibration. Whenever the lathe drive motor is being switched on, the operator MUST keep their body out of the wheel well area until the machine has reached its normal operating RPM. 2. Refinish the existing rotor on an approved, well-maintained lathe to guarantee smooth, flat and parallel surfaces. Important When raising the vehicle on the lift, be sure to have it at a good working height (waist high is average) to accommodate mounting the On-Car lathe. Optimally, the center piston on the lathe trolley will be mid-travel. If the lathe trolley center piston is completely compressed (bottoming out) or inversely fully extended and hanging off the vehicle hub, this could affect the calibration time of the lathe. 3. Select the correct adapter for the vehicle you're working on and mount it to the hub with the vehicle lug nuts. Hand tighten 34-41 Nm (25-30 lb ft) the nuts using equal torque. DO NOT use impact wrenches, excessive torque will damage the adapter. Important Ensure the adapter sits flush on the rotor hat surface. Be sure to remove any rust, rotor retaining clips, etc. that may preclude the adapter from sitting flat on the mounting surface. 4. Connect the lathe to the adapter, turn on the lathe and activate the computer to compensate for run-out in the hub. 5. Once the computer indicates the compensation process was successful, on the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn. 6. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed during the process, reset zero. Back off a full turn. 7. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the brake pad contact area. Do the same procedure. If zero is passed during the process, reset zero. 8. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the full rotor surface. Advance both tool cutters to the zero setting plus just enough to clean up the entire rotor surface. 9. After completing the refinish, sand both sides of the rotor for approximately one minute per side using a sanding block and 130-150 grit sandpaper to obtain a non-directional finish. 10. Dismount the lathe, but leave the lathe adapter attached to the vehicle. 6. Once the rotor has been properly machined, wash the rotor with soap and water (use a mild dish washing soap) or wipe it clean with GM approved brake cleaner, P/N 88862650 (Canadian P/N 88901247). Important Thoroughly cleaning the rotor will prevent the possible transfer of finite metal dust left as a by-product of machining to the pad material during the seating process, thus reducing the opportunity for squeaks or other noises to occur. 7. ***Record the REFINISHED rotor thickness measurement on the repair order hard copy. Refer to the "Repair Order Documentation - Rotor Refinish" section of this bulletin. 8. Setting up to measure for Lateral Run Out (LRO): Important Measuring for Lateral Run Out (LRO) (steps 8 - 15) is no longer required however, these steps are being left in the overall procedure as a good check to be performed in the case of a repeat pulsation complaint. If you are not checking for LRO, go to step 16. Bench-Type Lathe 1. Ensure that the mating surfaces of the rotor hat section and the hub mating surface are clean and free of debris. 2. Mount the new, original or refinished rotor onto the vehicle hub. Important Always hold the rotor on the bottom half so any debris that may be dislodged from the vents will fall out instead of falling into the mounting area. Any movement or jarring from the rotor falling over on the studs can release rust from the vents on the rotor. 3. Tilt the top of the rotor in towards the vehicle so you can see the studs and ease the rotor onto the studs. Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: All Technical Service Bulletins Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Page 7806 A/C Coupler O-ring: Service and Repair Sealing Washer Replacement REMOVAL PROCEDURE 1. Remove the seal washer from the A/C refrigerant component. IMPORTANT: Cap or tape the open A/C refrigerant components immediately to prevent system contamination. 2. Inspect the seal washer for signs of damage to help determine the root cause of the failure. 3. Inspect the A/C refrigerant components for damage or burrs. Repair if necessary. IMPORTANT: DO NOT reuse sealing washer. 4. Discard the sealing washer. INSTALLATION PROCEDURE IMPORTANT: Flat washer type seals do not require lubrication. 1. Inspect the new seal washer for any signs of cracks, cuts, or damage. Do not use a damaged seal washer. 2. Remove the cap or tape from the A/C refrigerant components. 3. Using a lint-free clean, dry cloth, clean the sealing surfaces of the A/C refrigerant components. 4. Carefully install the new seal washer onto the A/C refrigerant component. 5. The washer must completely bottom against the surface of the fitting. Page 1289 Electrical Symbols Part 1 Page 3743 Engine Control Module: Service and Repair Powertrain Control Module Programming and Setup Before Programming a Control Module IMPORTANT: ^ Do NOT program a control module unless you are directed by a service procedure or you are directed by a General Motors Corporation service bulletin. Programming a control module at any other time will not permanently correct a customer's concern. ^ The Off-Board Programming is used in situations where a control module must be programmed without having the vehicle present. The Off-Board Programming Adapter must be used to perform the Off-Board Programming procedure. The adapter allows the control module to power up and allows the Tech 2 to communicate with the control module. ^ DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. Ensure that all connections are secure at the following locations: ^ The Off-Board Programming Adapter ^ The Tech 2 ^ The control module ^ The Techline terminal IMPORTANT: Do NOT program a control module unless you are directed by a service procedure or you are directed by a General Motors Corporation service bulletin. Programming a control module at any other time will not permanently correct a customers concern. Ensure the following conditions are met before programming a control module: Vehicle system voltage ^ Vehicle system voltage There is not a charging system concern. All charging system concerns must be repaired before programming a control module. - Battery voltage is greater than 12 volts but less than 16 volts. The battery must be charged before programming the control module if the battery voltage is low. - A battery charger is NOT connected to the vehicle's battery. Incorrect system voltage or voltage fluctuations from a battery charger, may cause programming failure or control module damage. - Turn OFF or disable any system that may put a load on the vehicle's battery, such as the following components: ^ Twilight sentinel ^ Interior lights ^ Daytime running lights (DRL)-Applying the parking brake, on most vehicles, disables the DRL system. Refer to the Owners manual. ^ Heating, ventilation, and air conditioning (HVAC) systems ^ Engine Cooling fans, etc. ^ The ignition switch is in the proper position. The scan tool prompts you to turn ON the ignition, with the engine OFF. Do NOT change the position of the ignition switch during the programming procedure, unless instructed to do so. ^ All tool connections are secure, including the following components and circuits: The RS-232 - The connection at the data link connector (DLC) - The voltage supply circuits ^ DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. Remote Programming 1. Turn OFF the ignition. 2. Install the Tech 2 to the data link connector (DLC). 3. Turn ON the ignition, with the engine OFF. 4. Turn OFF all of the vehicle accessories. 5. With the Tech 2, select Service Programming. 6. Identify vehicle information as requested by the Tech 2. 7. Select the type of module you are programming. 8. Select the type of programming to be performed. 9. Verify the displayed VIN with the vehicle VIN. If the displayed VIN does not match the actual VIN, write down the actual VIN and correct the VIN at the Techline terminal. 10. When complete, Exit Service Programming. 11. Turn OFF the Tech 2 and disconnect the Tech 2 from the vehicle. 12. Turn OFF the ignition. 13. Connect the Tech 2 to the Techline terminal 14. Select Service Programming. 15. Select Tech 2 as the tool you are using. 16. Select the type of programming to be performed. 17. Verify the displayed VIN with the vehicle VIN Correct the VIN as necessary. 18. Select the type of module you are programming. Page 3520 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 7992 Inflatable Restraint Sensing And Diagnostic Module (SDM) Page 292 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 2391 Steps 20-25 The numbers below refer to the step numbers on the diagnostic table. 2. This step verifies that the fuel pump is operating. 4. This step tests for an internal fuel leak. If the fuel pressure drops during this test, then an internal loss of pressure is indicated. 6. This step tests the fuel pressure regulator. The fuel pressure regulator is controlled by engine vacuum. With engine vacuum applied, the pressure should drop the specified value. 9. This step inspects the fuel pressure regulator for a fuel leak from the vacuum port. If fuel leaks from the fuel pressure regulator while the fuel pump is commanded ON, replace the fuel pressure regulator. 10. This step tests for a loss of fuel pressure between the fuel feed pipe shut off adapter and the fuel pump. 11. This step tests for a leaking fuel injector, or fuel pressure regulator. If the fuel pressure remains constant during this test, the fuel injectors are not leaking fuel. 14. This step tests for a restricted fuel return pipe. If the fuel pressure is within the specified values, a restriction in the fuel return pipe is indicated. 16. This step determines if the fuel pressure regulator, or the fuel pump, is the cause of the low fuel pressure. If the pressure rises above the specified value, the fuel pump is OK. 18. This step verifies that a circuit condition is not the cause of a fuel pressure concern. Inspect all fuel pump electrical circuits thoroughly. Steering/Suspension - Wheel Alignment Specifications Alignment: Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Page 5941 Transmission Position Switch/Sensor: Specifications Park/Neutral Position Switch to Case ....................................................................................................................................................... 24 Nm (18 ft. lbs.) Vehicle - Recreational (Dinghy) Towing Information Towing Information: Technical Service Bulletins Vehicle - Recreational (Dinghy) Towing Information Bulletin No.: 00-00-89-008F Date: July 28, 2006 INFORMATION Subject: Recreational (Dinghy) Towing Page 2592 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 3996 PCM Connector C2 Part 2 Page 640 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 4033 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Steering - New Outer Tie Rods/Replacement Procedure Tie Rod End: Technical Service Bulletins Steering - New Outer Tie Rods/Replacement Procedure Bulletin No.: 03-02-32-049 Date: October 29, 2003 INFORMATION Subject: Release Of New Outer Tie Rod Ends For Service Models: 1997-2001 Buick Century 1997-2001 Buick Regal 2000-2003 Buick LeSabre, Park Avenue 2002-2003 Buick Rendezvous 1997-2003 Cadillac Seville 2000-2003 Cadillac DeVille 1997-2001 Chevrolet Venture (FWD) 1997-2003 Chevrolet Malibu 2000-2001 Chevrolet Impala, Monte Carlo 2002-2004 Chevrolet Venture (AWD) 1997-2001 Oldsmobile Silhouette (FWD) 1998-2001 Oldsmobile Intrigue 1999-2003 Oldsmobile Alero 2001-2003 Oldsmobile Aurora 2002-2004 Oldsmobile Silhouette (AWD) 1997-2001 Pontiac Grand Prix, Montana (FWD), Trans Sport (FWD) 1999-2003 Pontiac Grand Am 2000-2003 Pontiac Bonneville 2001-2003 Pontiac Aztek 2002-2004 Pontiac Montana (AWD) Body - Bumps or Rust Colored Spots in Paint Paint: All Technical Service Bulletins Body - Bumps or Rust Colored Spots in Paint TECHNICAL Bulletin No.: 05-08-51-008C Date: June 22, 2009 Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust) Models: 1994-2010 GM Passenger Cars and Trucks (Including Saturn) 2003-2010 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories). Condition Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust. Cause Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces. Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material can lay on top of, or become embedded in, the paint surface. Correction Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials recommended to repair rail dust or iron dust: 1. GEL TYPE OXALIC ACID: - Has the characteristics of the liquid type oxalic acid but stays where you put it because of its gel consistency. 2. CLAY TYPE NON-ACID BASED: - Requires surface lubricant during use. - Has different grades available. Caution Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions closely because it may require special handling and disposal. If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated. After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation. Procedure 1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS. 2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover. 3. Perform the removal process according to the chemical manufacturer's directions. Once the damage has been repaired, the final step involves a polishing process. Rail Dust Remover Manufacturers Use the chemical manufacturers listed below, or equivalent: Diagrams Seat Belt Switch Page 10058 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 9453 Installation Procedure 1. Connect the electrical connector to the power seat switch. 2. Position the power seat switch to the seat cushion frame. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the power seat switch screws. Tighten the screws to 3 N.m (27 lb in). 4. Adjust the front seat cushion cover. Refer to Seat Cushion Cover Replacement - Front. 5. Align the bezel to the power seat switch and press into place until fully seated. 6. Adjust the front bucket seat to the original position. Page 8591 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 11056 Wiper Blade: Service and Repair Blade Element Cleaning Lift each blade assembly off of the windshield and clean the element with a cloth saturated with full strength washer solvent. Then rinse the blade assemblies with clear water. Page 7031 4. For the driver side only: 4.1. Remove the left half of the sound insulator from the IP carrier and disengage the wire harness from the cross vehicle beam. 4.2. Disengage the IP fuse block tabs from the cross vehicle beam. 4.3. Pull the IP fuse block away from the IP carrier. 4.4. Loosen the inboard junction block electrical connector bolts. Disengage the junction block electrical connector tabs from the IP fuse block. 4.5. Note where the fuses and relays are located and remove if required. 5. For the passenger side only: 5.1. Remove the IP storage compartment from the IP carrier. 5.2. Through the opening in the IP storage compartment, loosen the inboard junction block electrical connector bolts. Disengage the inboard junction block electrical connectors tabs from the IP fuse block. 5.3. Disengage the IP fuse block from the cross vehicle beam and remove the passenger side fuse block from the IP carrier. 5.4. Note where the fuses and relays are located and remove if required. INSTALLATION PROCEDURE Page 8896 Rear Door Window Glass Weatherstrip: Service and Repair Rear Door Window Belt Outer Sealing Strip Replacement Sealing Strip Replacement - Rear Door Window Belt Outer Removal Procedure 1. Remove the rear door outer belt sealing strip screw (1) from the rear door outer belt sealing strip (2). 2. Pull up on the door outer belt sealing strip (2) in order to release the strip from the retaining clips. 3. Remove the rear door outer belt sealing strip (2) from the door. Installation Procedure 1. Align the rear door outer belt sealing strip clips to the slots in the rear door. Push down until an audible snap is heard at each retaining clip in order to engage the door outer sealing strip (2) to the rear door. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear door outer belt sealing strip screw (1) to the rear door outer belt sealing strip (2). Tighten the rear door outer belt sealing strip screw to 1 N.m (9 lb in). Page 4390 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 10450 Involved are certain 1999-2002 Chevrolet Malibu, Oldsmobile Alero, Pontiac Grand Am, and 1999 Oldsmobile Cutlass built within the VIN breakpoints shown. Page 7243 5. Install the boot clamp (1) on the rack and pinion boot (2) with J 22610. 6. Crimp the boot clamp (1). 7. Pinch the pliers together on the rack and pinion boot (2) in order to install the tie rod end clamp. 8. Install the hex jam nut (2) to the inner tie rod assembly (1). 9. To assemble the outer tie rod assembly; refer to Tie Rod End Replacement - Outer. Page 6410 caliper. When properly installed, the wear indicator will point upward with the caliper installed on the car. If the pad with the wear indicator is installed in the outboard position in the caliper, interference between the spare wheel and the brake caliper may occur if the spare is installed, and premature front brake lining wear may result. 3. Install the pads to the caliper bracket. 4. Remove the 2 hand tighten wheel lug nuts that retained the rotor to the hub. 5. Install the caliper. 6. Install the tire and wheel assembly. 7. Lower the vehicle. 8. With the engine OFF, gradually apply the brake pedal to approximately 2/3 of its travel distance. 9. Slowly release the brake pedal. 10. Wait 15 seconds, then repeat steps 8 and 9 until a firm brake pedal is obtained. This will properly seat the brake caliper pistons and brake pads. 11. Fill the master cylinder reservoir to the proper level. 12. Burnish the pads and rotors. Page 3660 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. CD Player - CD Cannot Be Inserted or Ejected Compact Disc Player (CD): All Technical Service Bulletins CD Player - CD Cannot Be Inserted or Ejected File In Section: 08 - Body and Accessories Bulletin No.: 01-08-44-011 Date: October, 2001 TECHNICAL Subject: CD Cannot Be Inserted Into CD Player or Ejected (Reset Radio) Models: 2002 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2002 Oldsmobile Alero, Intrigue, Silhouette 2002 Pontiac Montana Condition Some customers may comment that they cannot insert a CD into, or eject a CD from, the CD player portion of the radio. In addition, some customers may comment that this condition occurred after battery power had been lost and then restored. Cause A momentary voltage surge when restoring battery power may have caused the radio to lose its ability to identify the presence of the CD hardware. Correction To reset the radio, remove the fuse that supplies power to the audio system for a minimum of 30 seconds, then reinstall it. Warranty Information For vehicles repaired under warranty, use the table as shown. DISCLAIMER Page 9374 Rear Vertical Motor Page 10426 Ambient Light Sensor: Service and Repair REMOVAL PROCEDURE 1. Pull back the Instrument Panel (IP) carrier far enough to gain access to the ambient light sensor (2). 2. Rotate the ambient light sensor a 1/4-turn to release the sensor from the defrost duct (1). 3. Disconnect the electrical connector (3) from the ambient light sensor (2). 4. Remove the ambient light sensor (2). INSTALLATION PROCEDURE 1. Connect the electrical connector (3) to the ambient light sensor (2). 2. Install the ambient light sensor (2) to the defrost duct (1), then rotate a 1/4 - turn to secure the sensor. 3. Push back the IP carrier to the original position. Diagrams Locations Locations View Page 3704 Electrical Symbols Part 1 Page 9976 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 390 Page 660 Parts Information Customer Notification General Motors will notify customers of this special policy on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Page 8053 6. Remove the seat belt guide clip. Squeeze the guide clip from both sides in order to release the retainers. 7. Remove the seat belt retractor bolt. 8. Pull the retractor upward in order to disengage the retractor. 9. Remove the seat belt retractor assembly. INSTALLATION PROCEDURE Locations Locations View Page 6620 Wheel Cylinder: Service and Repair Wheel Cylinder Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the brake drum. 4. Remove the brake shoes. 5. Clean the dirt and foreign material around the wheel cylinder. 6. Remove the bleeder valve (1). Important: Install a rubber cap or plug to the exposed brake pipe fitting ends in order to prevent brake fluid loss and contamination. 7. Disconnect the brake pipe fitting from the wheel cylinder. Plug the open brake pipe ends. 8. Remove the wheel cylinder mounting bolts (2). 9. Remove the wheel cylinder (3). Installation Procedure 1. Apply LOCTITE GM P/N 12345382, (Canadian P/N 10953489) or equivalent to the wheel cylinder shoulder face that contacts the backing plate. 2. Position the wheel cylinder (3) to the backing plate. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the wheel cylinder mounting bolts (2). ^ Tighten the wheel cylinder mounting bolts to 20 Nm (15 ft. lbs.). 4. Remove the plugs from the brake pipe ends. 5. Connect the brake pipe fitting to the wheel cylinder. ^ Tighten the fitting to 15 Nm (11 ft. lbs.). 6. Install the bleeder valve (1). Page 8548 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) OnStar(R) - Aftermarket Device Interference Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Page 7384 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 1530 Heater Hose: Service and Repair Heater Hose Replacement - Outlet TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the engine coolant. Refer to Draining and Filling Cooling System in Cooling System. 2. Use J 38185 in order to reposition the outlet heater hose clamp from the quick connect fitting. 3. Disconnect the outlet heater hose (2) from the quick connect fitting. 4. Use J 38185 to reposition the outlet heater hose clamp from the heater core. 5. Disconnect the outlet heater hose from the heater core. 6. Remove the outlet heater hose. INSTALLATION PROCEDURE Page 10557 Parts Information Parts are currently available from GMSPO. Warranty Information Page 1190 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 5349 Transmission Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the electrical connector at the vehicle speed sensor. 3. Remove the retaining stud and the sensor. Pull straight out in order to avoid damage to the case. Installation Procedure 1. Clean and dry the vehicle speed sensor. Notice: Refer to Fastener Notice in Service Precaution. 2. Install the vehicle speed sensor and the retaining bolt. - Tighten the stud to 12 Nm (97 inch lbs.). 3. Install the electrical connector at the sensor. 4. Remove the safety stands. 5. Lower the vehicle. Page 1394 5. Tighten the two air intake duct clamps 6. Connect the breather tube to the air intake duct. 7. Connect the IAT sensor electrical connector. 8. Connect the MAF sensor electrical connector. Page 4606 Electrical Symbols Part 4 Page 4109 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 5284 Parts are currently available from GMSPO. Disclaimer Page 4623 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 4785 Fuel Gauge Sender: Service and Repair REMOVAL PROCEDURE 1. Remove the fuel sender assembly. 2. Remove the fuel pump electrical retaining clip at the top of the fuel sender assembly. 3. Disconnect the fuel pump and fuel level sensor electrical connector. 4. Depress the 3 tabs (1) securing upper fuel reservoir and slide upward until free of lower reservoir (2). 5. Depress the tab on the fuel level sensor (1) while sliding up and out of the housing. 6. Remove the retaining clip from the electrical connector. 7. Remove the fuel level sensor wires from the connector, taking care to note the location of the wires. INSTALLATION PROCEDURE IMPORTANT: ^ Make sure the wires are routed under the fuel level sensor. ^ Make sure the tab locks in place. Page 7026 16. Remove the electrical center box. INSTALLATION PROCEDURE 1. With the electrical center turned upside down, install the electrical center box into the electrical center. 2. Connect the forward lamp wiring harness connector to the junction block. 3. Connect the IP wiring harness connector to the junction block. Page 7693 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 7580 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Page 3217 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 291 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Vehicle - Recreational (Dinghy) Towing Information Towing Information: Technical Service Bulletins Vehicle - Recreational (Dinghy) Towing Information Bulletin No.: 00-00-89-008F Date: July 28, 2006 INFORMATION Subject: Recreational (Dinghy) Towing Page 2646 8. Remove the exhaust manifold nuts. 9. Remove the exhaust manifold and gaskets. 10. Clean the mating surfaces at the cylinder head and at the exhaust manifold. Installation Procedure 1. Install the exhaust manifold gasket. 2. Install the exhaust manifold. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the exhaust manifold nuts. Tighten the exhaust manifold nuts to 16 Nm (12 ft. lbs.). 4. Install the exhaust manifold heat shield. Page 4222 Knock Sensor: Service and Repair REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Disconnect the wiring harness connector from the knock sensor. 4. Remove the knock sensor from the engine block. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory and applying additional sealant affects the sensor's ability to detect detonation. 1. Install the knock sensor into engine block. Tighten Tighten the knock sensor to 19 N.m (14 lb ft). 2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle. Page 10016 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Specifications Idle Speed: Specifications Information not supplied by the manufacturer. Page 6456 clean the area so that the print is visible). This indicates the correct brake pads have been previously installed. The brake pads contained in Front Pad Kit, P/N 18044437 are the only brake pads that should be used on these vehicles. If the number 1417 is not present, or if the number is not legible, replace the brake pads. If the correct pads were previously installed, verify the brake pad thickness. If the brake pad friction material thickness is 4.6 mm (0.18 in) or greater, re-use the pads. If the friction material thickness is less than 4.6 mm (0.18 in), install new brake pads contained in Front Pad kit, P/N 18044437. If the rotor thickness is less than 25 mm (0.98 in), install a new rotor. If rotor thickness is greater than 25 mm (0.98 in), refinish the rotor. Replace existing front brake rotors and pads, if necessary, with new components indicated in the table following the applicable Service Manual procedures and the service guidelines contained in Corporate Bulletin Number 00-05-22-002. Important ^ The brake pad with the wear indicator must be installed in the inner position (against the piston in the caliper). When properly installed. the wear indicator will be pointing up with the caliper installed on the car (Refer to Corporate Bulletin Number 01-05-23-005). ^ If the pad with the wear indicator must be installed in the outboard position, reduced front brake lining life or interference between the compact spare tire and brake caliper may occur ^ Anytime a new or refinished rotor is installed on a vehicle, the rotor must have.040 mm (.0015 in) or less of lateral run-out. This specification is important to prevent comebacks for brake pulsation and is a tighter specification than specified for other vehicle models. GM has approved a new technology for the correction of lateral run-out on new or refinished rotors. This new method is called *"Brake Align(R)". It will allow the technician to meet the .040 mm (.0015 in) or less requirement for lateral run-out by installing a specially selected tapered correction plate between the rotor and the hub (Reference Corporate Bulletin Number 01-05-23-001). * We believe this source and their products to be reliable There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. 1. Machine the existing rotors on an approved, well-maintained brake lathe to guarantee smooth, flat, and parallel surfaces. Replace the rotors if they do not meet the minimum thickness specification. DO NOT MACHINE NEW ROTORS. Page 8310 For vehicles repaired under warranty use, the table. Disclaimer Page 10061 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 710 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 10908 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 2873 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 544 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Diagram Information and Instructions Mass Air Flow (MAF) Sensor: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Page 4840 Conversion - English/Metric Testing and Inspection Odometer: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Instrument Panel, Gauges and Warning Indicators Testing and Inspection. Page 6850 RH IP Fuse Block OnStar(R) - Re-establishing OnStar(R) Communications Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 10171 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 10118 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Left Side of Engine Compartment Locations View Page 7056 C413 - Fuel System C413 - Wheel Speed Sensors Page 75 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 1014 5. Place the transmission control shifter assembly in the N (Neutral) notch in the detent plate. 6. Loosen the park/neutral position switch attaching bolts. 7. Rotate the switch on the shifter assembly in order to align the service adjustment hole with the carrier tang hole. 8. Insert a 2.34 mm (3/32 inch) maximum diameter gauge pin to a depth of 9.0 mm (9/64 inch). - Tighten the bolts to 24 Nm (18 ft. lbs.). Page 3442 Spark Plug: Application and ID Spark Plug ........................................................................................................................................... ........................................................ AC Type 41-940 Page 3970 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 1681 4. For the driver side only: 4.1. Remove the left half of the sound insulator from the IP carrier and disengage the wire harness from the cross vehicle beam. 4.2. Disengage the IP fuse block tabs from the cross vehicle beam. 4.3. Pull the IP fuse block away from the IP carrier. 4.4. Loosen the inboard junction block electrical connector bolts. Disengage the junction block electrical connector tabs from the IP fuse block. 4.5. Note where the fuses and relays are located and remove if required. 5. For the passenger side only: 5.1. Remove the IP storage compartment from the IP carrier. 5.2. Through the opening in the IP storage compartment, loosen the inboard junction block electrical connector bolts. Disengage the inboard junction block electrical connectors tabs from the IP fuse block. 5.3. Disengage the IP fuse block from the cross vehicle beam and remove the passenger side fuse block from the IP carrier. 5.4. Note where the fuses and relays are located and remove if required. INSTALLATION PROCEDURE Page 10046 Electrical Symbols Part 1 Page 5945 Transmission Position Switch/Sensor: Service and Repair PNP Switch Replacement Removal Procedure 1. Disconnect the switch electrical connector. 2. Remove the attaching bolts. 3. Remove the park/neutral position switch assembly. Installation Procedure Page 10745 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 3599 Body Control Module: Reading and Clearing Diagnostic Trouble Codes Accessing and Reading Diagnostic Trouble Codes PROCEDURE A Tech II or equivalent Scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from the PCM or BCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the Scan tool manufacturer in order to access and read either current and/or history DTCs. Clearing Diagnostic Trouble Codes PROCEDURE Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer. NOTES: ^ Do not clear the DTCs unless directed to do so by the service information provided for each diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame data and/or malfunction history records) which may be helpful for some diagnostic procedures will be erased from the memory when the DTCs are cleared. ^ Interrupting PCM battery voltage to clear DTCs is NOT recommended. Page 9256 Correction Refer to Corporate Bulletin Number 01-08-57-003. Condition 3 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or wet carpet on the driver or passenger side or that there is evidence of water in the right or left side bottom of the "A" pillar. Cause ^ There may be voids in the "A" pillar seam along the side of the windshield. Refer to the illustration above. ^ There may be a void in the urethane sealer to the windshield. Correction 1. Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. 2. Reseal the windshield. Condition 4 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 9347 ^ The weatherstrip that surrounds the sunroof may not be sealed to the glass. Refer to the illustration above. These voids may allow water to leak around to the inside of the glass and drip into the inner pocket of the sunroof assembly. Refer to the illustration above. Correction 1. Verify that the drain hoses are attached properly and not kinked or plugged. 2 Adjust the sunroof for proper fit. 2.1. Loosen the six adjustment fastener screws (three on each side). Refer to the illustration above. 2.2. Fully cycle the sunroof (fully opened and then closed). 2.3. Adjust the glass for flushness to the roof sheet metal. 2.4. Re-tighten the six adjustment fastener screws. 2.5. Cycle the sunroof several times to verify proper adjustment. The sunroof glass should be replaced and can be replaced separately from the assembly. Page 10860 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Body - Water Leaks to Interior/Trunk Sunroof / Moonroof Panel: Customer Interest Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 9221 Sunroof / Moonroof Motor: Service and Repair SUNROOF ACTUATOR REPLACEMENT TOOLS REQUIRED J 41718 Sunroof Timing Pins REMOVAL PROCEDURE IMPORTANT: This sunroof system is timed from the factory in order to allow the actuator to shut off automatically when the sunroof window reaches a certain position. Use extreme care when removing the sunroof actuator from the sunroof module. Improper removal may cause the timing to be thrown off. Anytime the sunroof actuator requires removal from the sunroof module, ensure that the sunroof window is in the fully closed position and the sunroof timing pins are installed. 1. Position the sunroof glass panel to the fully closed position. 2. Remove the headliner. 3. Remove the right and left front screw from the sunroof glass panel. IMPORTANT: Before removing the sunroof actuator, ensure that J 41718 are tight and holding the cable. 4. Install J 41718 into the front sunroof glass panel screw hole in order to retain the cable adjustment. 5. Disconnect the electrical connector from the sunroof module actuator. Page 5188 Equivalents - Decimal And Metric Part 1 Page 5733 For vehicles repaired under warranty, use the table. Disclaimer Page 5044 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Body - Water Leaks to Interior/Trunk Sunroof / Moonroof Drain: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Weatherstrip Replacement - Front Door Opening Front Door Weatherstrip: Service and Repair Weatherstrip Replacement - Front Door Opening Weatherstrip Replacement - Front Door Opening Removal Procedure 1. Remove the carpet retainer. 2. Remove the center pillar upper trim panel. 3. Remove the center pillar lower trim panel. 4. Remove the lower pillar garnish molding. 5. Remove the upper pillar garnish molding. 6. Remove the door opening weatherstrip by grasping the weatherstrip (1) and pulling it off of the body flange. 7. Remove any adhesive from the body flange using 3M(TM) adhesive remover P/N 8984, or equivalent. Installation Procedure 1. Apply weatherstrip adhesive GM P/N 12345096 or equivalent to the weatherstrip. 2. Install the door opening weatherstrip by aligning the appropriate color dot (1) with the top rear of the door opening and pressing until fully seated. 3. Finish installing the door opening weatherstrip by pressing the weatherstrip into place in a counterclockwise direction around the door opening. 4. Install the upper pillar garnish molding. 5. Install the lower pillar garnish molding. 6. Install the center pillar lower trim panel. 7. Install the center pillar upper trim panel. Page 6971 For vehicles repaired under warranty, use the table. Disclaimer Page 5458 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Page 932 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 10404 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Locations Oil Level Sensor For ECM: Locations Locations View Engine Oil Level Switch (If Equipped) Page 5187 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 10877 Window Switch - RR Page 8695 Body Control Module: Removal and Replacement REMOVAL PROCEDURE 1. Make sure the ignition switch is in the off position. 2. Remove the right sound insulator. 3. Remove the Body Control Module (BCM) (2). 4. Disconnect the BCM connectors from the BCM. INSTALLATION PROCEDURE 1. Connect the BCM connectors to the BCM. 2. Install the BCM module (2). 3. Install the right sound insulator. 4. Program the BCM. Refer to Body Control Module (BCM) Programming/RPO Configuration. See: Testing and Inspection/Programming and Relearning Page 1884 Wheel Fastener: Specifications Wheel nuts 100 ft.lbs. Page 9996 Electrical Symbols Part 1 Page 2173 2. Apply small drops (8-10 mm [0.31-0.39 in]) of RTV sealer, GM P/N 12346286 (in Canada, use GM P/N 10953476) or the equivalent to the four corners of the intake manifold to block joint (1). 3. Connect the small drops with a bead of RTV sealer that is between 8-10 mm (0.31-0.39 in) wide and 3.0-5.0 mm (0.12-0.20 in) thick (2). The remaining steps on the original bulletin remain unchanged. DISCLAIMER Page 7488 Most P-metric tire sizes do not have exact corresponding alphanumeric tire sizes. Replacement tires should be of the same Tire Performance Criteria (TPC) specification number including the same size, the same load range, and the same construction as those originally installed on the vehicle. Consult a tire dealer if you must replace the P-metric tire with other sizes. Tire companies can best recommend the closest match of alphanumeric to P-metric sizes within their own tire lines. Replacement Wheels Description Replace the wheel if any of the following conditions exist: ^ The wheel exhibits excessive runout. ^ The wheel is bent. ^ The wheel is cracked. ^ The wheel is severely rusted. ^ The wheel is severely corroded. Important: Air leaks caused by porosity on aluminum wheels are repairable. ^ The wheel leaks air. Caution: If you are replacing the wheel(s), the wheel stud(s), the wheel nut(s) or the wheel bolt(s), install only new GM original equipment parts. Installation of used parts or non-GM original equipment parts may cause the wheel to loosen, loss of tire air pressure, poor vehicle handling and loss of vehicle control resulting in personal injury. Notice: The use of non-GM original equipment wheels may cause: ^ Damage to the wheel bearing, the wheel fasteners and the wheel ^ Tire damage caused by the modified clearance to the adjacent vehicle components ^ Adverse vehicle steering stability caused by the modified scrub radius ^ Damage to the vehicle caused by the modified ground clearance ^ Speedometer and odometer inaccuracy Replace the wheel, the wheel studs and the wheel/nuts, or the wheel bolts if applicable, if any of the following conditions exist: ^ The wheel has elongated bolt holes. ^ The wheel/nuts, or bolts if applicable, loosen repeatedly. ^ Steel wheel identification is stamped into the wheel near the valve stem. ^ Aluminum wheel identification is cast into the inboard side of the wheel. Steel Wheel Repair Description Notice: Do not heat wheels in an attempt to soften them for straightening or repair damage from striking curbs, etc. Do not weld wheels. The alloy used in these wheels is heat-treated and uncontrolled heating from welding affects the properties of the material. Notice: The use of tubes in tubeless tires is not a recommended repair due to the fact that speed ratings are greatly reduced. You can repair porosity in aluminum wheels. If leaks are found in a steel wheel, replace the wheel with a wheel of original equipment quality. Specifications Transmission Speed Sensor: Specifications Speed Sensor Housing to Case .............................................................................................................................................................. 11 Nm (97 inch lbs.) Sensor, Input Speed-M6 x 1.0 x 15.0 (Qty 1) ..................................................................................................................................... 12 Nm (106 inch lbs.) Sensor, Output Speed (Stud)-M6 x 1.0 x 15.0 (Qty 1) ........................................................................................................................ 12 Nm (106 inch lbs.) Diagram Information and Instructions Turn Signal Indicator: Diagram Information and Instructions Passenger Car Zoning All grounds, in-line connectors pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following explains the numbering system. Electrical Symbols Specifications Coolant Drain Plug: Specifications Coolant Drain Plug .............................................................................................................................. ..................................................... 19 Nm (14 ft. lbs.) Service and Repair Expansion Block/Orifice Tube: Service and Repair EXPANSION (ORIFICE) TUBE REPLACEMENT TOOLS REQUIRED ^ J 39400-A Halogen Leak Detector ^ J 26549-E Orifice Tube Remover REMOVAL PROCEDURE IMPORTANT: When you replace an expansion (orifice) tube, compare the design of the orifice tube to the design of the replacement part for the correct selection. The different styles of orifice tubes are not interchangeable. 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Raise the vehicle. 3. Remove the bolt holding the evaporator hose assembly to the condenser. 4. Remove the evaporator hose assembly from the condenser. IMPORTANT: Immediately cap or tape the open end of the condenser line to prevent contamination. 5. Remove and discard the Seal washer. 6. Use J 26549-E to remove the orifice tube. 7. Use the following procedure in order to remove a restricted or plugged expansion (orifice) tube: 7.1. Remove as much as possible of the impacted residue. 7.2. Use a heat gun in order to apply heat to the expansion (orifice) tube. Apply the heat approximately 7 mm (1/4 in) from the dimples on the inlet pipe. 7.3. While applying heat, use pliers in order to grip the orifice tube. Use a turning motion along with a push-pull motion. This will loosen the impacted orifice tube and remove the tube. 7.4. Swab the inside of the evaporator inlet line to clean any contamination from the line. Page 2719 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 1645 Air Bag(s) Arming and Disarming: Service and Repair Enabling 1. Connect the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 2. Install the Connector Position Assurance (CPA) (2) to the IP module connector (3). 3. Install the RH I/P wiring harness junction block access panel. 4. Connect the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 5. Install the CPA (2) to the steering wheel module coil connector (1). 6. Install the AIR BAG Fuse to the LH I/P wiring harness junction block. 7. Install the LH I/P wiring harness junction block access panel. 8. Staying well away from both air bags, turn ON the ignition. 8.1. The AIR BAG indicator will flash seven times. 8.2. The AIR BAG indicator will then turn OFF. 9. Perform Diagnostic System Check - SIR if the AIR BAG indicator does not operate as described. Page 3732 Conversion - English/Metric Page 8477 5. Tape over the entire cable. Use a winding motion when you apply the tape. Connector Position Assurance Locks The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). Page 3320 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 7707 Blower Motor Resistor: Service and Repair BLOWER MOTOR RESISTOR ASSEMBLY REPLACEMENT REMOVAL PROCEDURE 1. Remove the right side instrument panel (IP) insulator. 2. Disconnect the blower motor resistor assembly electrical connector from resistor assembly. 3. Remove the blower resistor assembly screws. 4. Remove the blower motor resistor assembly. INSTALLATION PROCEDURE Page 8848 9. Remove the door lock cylinder (4) by removing the retaining clip. 10. Remove the door lock cylinder gasket (3). Installation Procedure 1. Install the door lock cylinder gasket (3). 2. Install the door lock cylinder (4) by installing the retaining clip. 3. Install the door inside locking rod to the door outside handle (1). 4. Install the door outside handle (1). 5. Install the door outside handle bolts (3). 6. Place the door outside handle in the closed position. Push the lower end of the door outside handle rod into the retainer on the door lock actuator. Close the retainer. Page 3577 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 9736 Electrical Symbols Part 4 Service and Repair Trunk / Liftgate Shock / Support: Service and Repair Torque Rod Replacement - Rear Compartment Lid Tools Required J 39384-10 Torsion Rod Adjustment Bar Removal Procedure Important: Have an assistant support the rear compartment lid before performing the following steps so the rear compartment lid does not fall down and cause personal injury. If an assistant is not available, remove the lid from the hinges. 1. Open the rear compartment. 2. With a grease pencil, mark the location of the torque rod (which hole in the hinge bracket). 3. Use the J 39384-10 (6) in order to remove the torque rod (5) from the adjusting notch. 4. With the torque rod removed from the adjuster, push the rod out of the hinge arm. Page 1921 Camshaft Bearing: Service and Repair Camshaft Rear Bearing Hole Plug Replacement Removal Procedure 1. Remove the flywheel. 2. Remove the camshaft rear bearing hole plug. Installation Procedure 1. Coat the camshaft rear bearing hole plug with sealer. Use GM P/N 1052080 or an equivalent. 2. Install the camshaft rear bearing hole plug. 3. Install the flywheel. Page 1351 Toe is a measurement of how much the front and/or rear wheels are turned in or out from a straight-ahead position. When the wheels are turned in, toe is positive (+). When the wheels are turned out, toe is negative (-). The actual amount of toe is normally only a fraction of a degree. The purpose of toe is to ensure that the wheels roll parallel. Toe also offsets the small deflections of the wheel support system that occur when the vehicle is rolling forward. In other words, with the vehicle standing still and the wheels set with toe-in, the wheels tend to roll parallel on the road when the vehicle is moving. Improper toe adjustment will cause premature tire wear and cause steering instability. Thrust Angles Description The front wheels aim or steer the vehicle. The rear wheels control tracking. This tracking action relates to the thrust angle (3). The thrust angle is the path that the rear wheels take. Ideally, the thrust angle is geometrically aligned with the body centerline (2). In the illustration, toe-in is shown on the left rear wheel, moving the thrust line (1) off center. The resulting deviation from the centerline is the thrust angle. Lead/Pull Description Lead/pull is the deviation of the vehicle from a straight path, on a level road, without hand pressure on the steering wheel. Lead/pull is usually caused by the following factors: ^ Tire construction ^ Uneven brake adjustment ^ Wheel alignment The way in which a tire is built may produce lead/pull. The rear tires will not cause lead. Torque Steer Description Page 985 Conversion - English/Metric Page 4489 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve to bleed fuel system pressure. 2. Place a shop towel under the fuel pressure gage adaptor fitting to catch any remaining fuel spillage. 3. Remove the J 34730-1A from the adaptor fitting. 4. Remove the J 34730-262. 5. Drain any fuel remaining in the fuel pressure gage into an approved container. 6. Install the cap on the fuel pressure connection. Page 3484 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 10489 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Navigation - Report Missing/Inaccurate Nav. Map Info Navigation System: All Technical Service Bulletins Navigation - Report Missing/Inaccurate Nav. Map Info INFORMATION Bulletin No.: 10-08-44-006 Date: October 11, 2010 Subject: Reporting Missing or Inaccurate Navigation Radio Map Disc Information - Complete and Submit Feedback Form at GM Navigation Disc Center Website Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Navigation Radio Some customers may notice that some navigation radio map discs may have missing or incorrect information. The following list contains some examples: - Missing or incorrect roads, road names or road shapes - Missing or incorrect addresses - Missing or incorrect highway labeling - Missing or incorrect highway exit numbers - Missing or incorrect traffic restrictions - Missing points of interest (POI) or incorrect details, such as location, category or phone number General Motors uses a map database from two different suppliers. The two map suppliers are consistently updating their map database and will gladly accept any input regarding missing or incorrect information on the navigation radio map disc. To report any missing or incorrect information, please access the GM Navigation Disc Center at the following web site: http://www.gmnavdisc.com. At the GM Navigation Disc Center home page, select the tab: Your Feedback. In the Navigation Data Feedback form, fill in the appropriate information as required and then select: Submit, to send the form. Disclaimer Page 3356 Electrical Symbols Part 4 Page 8678 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 5082 Electrical Symbols Part 3 Page 3113 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 6720 8. The final connection is made to a heavy, unpainted metal engine part of the vehicle with the discharged battery. This final attachment must be at least 46 cm (18 in) away from the dead battery. 9. Start the engine of the vehicle that is providing the boost. NOTE: Never operate the starter motor more than 15 seconds at a time without pausing in order to allow it to cool for at least 2 minutes. Overheating will damage the starter motor. 10. Crank the engine of the vehicle with the discharged battery. 11. The black negative (-) cable must be first disconnected from the vehicle that was boosted. 12. Disconnect the black negative (-) cable from the negative (-) terminal of the booster battery. NOTE: Do not let the cable end touch any metal. Damage to the battery and other components may result. 13. Disconnect the red positive (+) cable from the positive (+) terminal of the booster battery. 14. Disconnect the red positive (+) cable from the remote positive (+) terminal of the vehicle with the discharged battery. Page 10441 Glove Box Lamp Switch: Service and Repair REMOVAL PROCEDURE 1. Remove the Instrument Panel (IP) compartment from the IP carrier. 2. Disconnect the electrical connector from the IP compartment lamp switch. 3. Use a small flat-bladed tool in order to release the retainers on the IP compartment lamp switch. 4. Remove the IP compartment lamp switch from the IP compartment. 5. Remove the bulb from the lamp switch socket if required. INSTALLATION PROCEDURE 1. Install the bulb into the IP compartment lamp switch socket, if required. 2. Connect the electrical connector to the IP compartment lamp switch. 3. Install the IP compartment lamp switch to the IP compartment. 4. Press the switch into the IP compartment until the retainers are fully seated. 5. Install the IP compartment to the IP carrier. Page 5009 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 3013 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Diagrams Rear Compartment Lid Release Switch Page 5489 Capacity Specifications Fluid - A/T: Capacity Specifications Transmission Fluid Pan Removal ........................................................................................................ ............................................................................................. 6.5L (6.9 Qt) Overhaul ........................... .............................................................................................................................................................. ................... 9.0L (9.5 Qt) Dry .............................................................................................................. .................................................................................................. 12.2L (12.9 Qt) Page 1268 1. If servicing a 2003 Alero, Grand Am, or Malibu with a V6 (RPO LG8 or LA1) for a DTC P1815 built prior to the VIN Breakpoints listed in the table above, REPROGRAM the PCM with the calibrations listed, prior to replacing the TFP switch. Important: Before installing the new TFP switch, inspect the date code stamped in the switch. The date code MUST BE 2308 or higher. Refer to the illustration above. 2. Replace the TFP switch. 3. Clear the code and road test the vehicle. 4. If additional diagnosis is required to correct this condition, refer to: ^ For diagnosis of DTC P1810, refer to DTC P1810. ^ For diagnosis of DTC P1815, refer to DTC P1815. Parts Information Parts are currently available from GMSPO. Warranty Information Fuel System - Inaccurate Fuel Gauge Readings Fuel Gauge Sender: All Technical Service Bulletins Fuel System - Inaccurate Fuel Gauge Readings File In Section: 06 - Engine/Propulsion System Bulletin No.: 01-06-04-008D Date: April, 2003 Subject: Inaccurate or Erratic Fuel Gauge Reading, Fuel Pump Related Driveability Concerns (Install New Fuel Tank Sender) Models: 2000-03 Chevrolet Cavalier, Malibu 2000-03 Oldsmobile Alero 2000-03 Pontiac Grand Am, Sunfire 2000-01 Toyota Cavalier with Plastic Fuel Tanks This bulletin is being revised to add a model year and to change the Correction information as well as the part number. Please discard Corporate Bulletin Number 01-06-04-008C (Section 06 Engine). Condition Some customers may comment about inaccurate or erratic fuel gauge readings. A typical comment might be that it appears from the gauge reading that there is fuel available, yet the tank is nearly empty. Cause This condition may be the result of the corrosive effect of certain fuel blends on the contact surfaces of the fuel tank sender. Vehicles built between the VIN breakpoints shown. Vehicles built prior to VIN breakpoint shown. Correction Important: ^ When servicing the fuel tank module or the fuel sender, DO NOT replace both parts. Only replace the appropriate part to repair the customer's concern. ^ The complete fuel level sender assembly P/N 22683260 is no longer available through GMSPO. This assembly is now serviced by a fuel tank module P/N 88957239 (minus sender) and the fuel tank sender, P/N 22709333. These two parts are no longer sold as one unit and can only be purchased separately. ^ Dealers within the provinces of British Columbia, Quebec, New Brunswick and the State of Maine, should refer to Customer Satisfaction Campaign 00101, dated January, 2001. When fuel gauge diagnosis in the Service Manual indicates the cause to be the fuel tank sender, replace the existing sender with a new sender, P/N 22709333, with improved corrosion resistant wiper contacts. Service and Repair Power Steering Fluid Reservoir: Service and Repair Power Steering Reservoir Replacement - Off Vehicle (CB Series) Disassembly Procedure 1. Place the hydraulic pump (1) on a fixed, flat surface, with the shaft facing upward. 2. Insert a screwdriver into the retaining clip tab (3). 3. Using the screwdriver, force the retaining clip tab (3) outward. 4. Slide the reservoir clip (4) away from the hydraulic pump assembly (1). 5. Repeat the above steps to remove the second reservoir clip (4). 6. Remove the reservoir (2) from the hydraulic pump housing (1). 7. Remove the O-ring seal from the neck of the reservoir (2) or the hydraulic pump housing (1). Discard the O-ring seal. Assembly Procedure 1. Lubricate the new O-ring seal with power steering fluid. 2. Install the new O-ring seal onto the neck of the reservoir (2). 3. Install the reservoir (2) onto the hydraulic pump assembly (1). Ensure the reservoir neck is completely engaged onto the hydraulic pump assembly (1). 4. Align the feet of the reservoir with the sides of the hydraulic pump housing. 5. Install the new reservoir retaining clips (4) (supplied with the pump). Ensure the retaining clip tabs (3) fully engage with the hydraulic pump housing (1). Page 7505 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Page 9967 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 4855 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. Page 1401 Fuel Pressure Release: Service and Repair Fuel System Pressure Relief TOOLS REQUIRED ^ J 34730-1A Fuel Pressure Gauge ^ J 34730-262 Fuel Pressure Gauge Fitting CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery terminal. IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt. 2. Install the J 34730-262 adaptor to the fuel pressure connection. 3. Connect the J 34730-1 A to the fuel pressure connection. Wrap a shop towel around the fuel pressure connection while connecting the fuel pressure gauge in order to avoid spillage. 4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel pressure gauge into an approved container. Page 10528 Page 623 Electrical Symbols Part 2 Page 9857 Fuse Types Part 1 Fuse Types Part 2 The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Fusible Links Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Connector Test Adapters NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Digital Multimeter NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6938 Relay Box: Service and Repair Attached to Wire Harness REMOVAL PROCEDURE 1. Locate the relay. Refer to the Master Electrical Component List. 2. Remove any fasteners which hold the relay in place. 3. Remove any Connector Position Assurance (CPA) devices or secondary locks. IMPORTANT: Use care when removing a relay in a wiring harness when the relay is secured by fasteners or tape. 4. Separate the relay (1) from the wire harness connector (2). INSTALLATION PROCEDURE 1. Connect the relay (1) to the wire harness connector (2). 2. Install any Connector Position Assurance (CPA) devices or secondary locks. 3. Install the relay using any fasteners or tape that originally held the relay in place. Power Steering Gear Replacement Steering Gear: Service and Repair Power Steering Gear Replacement Power Steering Gear Replacement Removal Procedure 1. Raise the vehicle on a hoist. Refer to Vehicle Lifting. 2. Remove the tires and wheels. 3. Remove the stabilizer shaft links from the control arms. 4. Remove the tie rod ends from the steering knuckle. 5. Remove the intermediate shaft lower pinch bolt (1) from the power steering gear (2). 6. Remove the stabilizer shaft. 7. Remove the power steering hoses from the from the power steering gear. 8. Remove the power steering gear bolts (2) from the frame (3). 9. Remove the power steering gear (1) through the left wheel opening. Installation Procedure Page 2389 Steps 7-13 Disabling Air Bag(s) Arming and Disarming: Service and Repair Disabling IMPORTANT: Refer to SIR Service Precautions. 1. Turn the steering wheel so that the vehicle's wheels are pointing straight ahead. 2. Turn OFF the ignition. 3. Remove the key from the ignition switch. 4. Remove the LH I/P wiring harness junction block access panel 5. Remove the AIR BAG Fuse from the LH I/P wiring harness junction block. IMPORTANT: With the AIR BAG Fuse removed and the ignition ON, the AIR BAG warning lamp illuminates. This is a normal operation and does not indicate an SIR system malfunction. 6. Remove the Connector Position Assurance (CPA) (2) from the inflatable restraint steering wheel module coil connector (1) located above the LH I/P wiring harness junction block. 7. Disconnect the steering wheel module coil connector (1). 8. Remove the RH I/P wiring harness junction block access panel 9. Remove the CPA (2) from the inflatable restraint IP module connector (3) located above the RH I/P wiring harness junction block. 10. Disconnect the IP module connector (3). Page 4905 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 8405 Page 7845 1. Install the inlet heater hose. 2. Connect the inlet heater hose to the heater core. 3. Use J 38185 to reposition the inlet heater hose clamp onto the heater core. 4. Connect the inlet heater hose (1) to the quick-connect fitting. 5. Use J 38185 reposition the inlet hose clamp onto the quick connect fitting. 6. Fill the engine coolant. Refer to Draining and Filling Cooling System in Cooling System. Page 1808 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Case: Customer Interest A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Incorrect Transmission Shifts, Poor Engine Performance, Harsh 1-2 Upshifts, Slips 1st and Reverse, Torque Converter Clutch (TCC) Stuck Off/On, DTCs P0757, P0741, P0742, P0730, P0756 # 02-07-30-013E - (May 20, 2005) Models: 2001-2005 GM Passenger Cars with 4T65-E Automatic Transmission 2001-2005 Buick Rendezvous 2005 Buick Terraza 2001-2004 Chevrolet Venture 2005 Chevrolet Uplander 2001-2004 Oldsmobile Silhouette 2001-2005 Pontiac Aztek, Montana 2005 Saturn Relay with 4T65-F Transmission (RPOs M15, MN3, MN7, M76) This bulletin is being revised to include additional diagnostic information and clarify model usage. Please discard Corporate Bulletin Number 02-07-30-013D (Section 07 -- Transmission/Transaxle). Condition Some owners may comment on any one or more of the following conditions: ^ The SES lamp is illuminated. ^ The transmission slips. ^ The transmission does not shift correctly, is very difficult to get the vehicle to start moving or the engine lacks the power to move the vehicle. ^ Poor engine performance. Cause The most likely cause of the various conditions may be chips or debris: ^ All years--Pressure Reg. Valve (Bore 1) or Torque Signal Valve (Bore 4) stuck ^ On 2001-2002 vehicles, a plugged orifice on the case side of the spacer plate. ^ ON 2003-2005 vehicles, restricted movement of the 2-3 shift valves in the valve body. ^ On 2003-2005 vehicles, restricted movement of the 3-4 shift valves in the valve body. Technician Diagnosis and Correction ^ The technician's road test reveals the vehicle launches in third or fourth gear (high RPM with slow vehicle acceleration). ^ On 2001-2002 vehicles, a DTC P0756 or P0757 may be stored. ^ On 2003-2005 vehicles, a DTC P0730, P0741, P0748 or P0757 may be stored. ^ Refer to the appropriate Service Information (SI) for additional Diagnostic Assistance. ^ With a Tech 2(R) connected to the vehicle, road test the vehicle and perform the following steps: If the above symptoms are present proceed with the following steps. 1. With the valve body removed and on a workbench, carefully push the valve against spring pressure to check if the valve will snap back to the original position. Or for the valves seated in home position, use a small flat-bladed screwdriver and carefully pry the valve off its seat, quickly remove the screwdriver allowing the valve to return to its seat. If the valve does not snap back unencumbered, then the valve will need to be removed from the valve body. Page 1215 Knock Sensor: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Computers and Control Systems Testing and Inspection. Front Side Door Window Belt Inner Sealing Strip Replacement Front Door Window Glass Weatherstrip: Service and Repair Front Side Door Window Belt Inner Sealing Strip Replacement Sealing Strip Replacement - Front Door Window Belt Inner Removal Procedure 1. Remove the front door trim panel. 2. Pull upward on the inner belt sealing strip (1) in order to disengage it from the door flange. 3. Remove the front door inner belt sealing strip from the door. Installation Procedure 1. Position the front door inner belt sealing strip (1) to the front door. 2. Push downward on the inner belt sealing strip (1) in order to engage it to the door flange. 3. Install the front door trim panel. Page 4049 Electrical Symbols Part 1 Page 2203 Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the plate. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1) into the removal plate to remove the seal from the crankshaft. Page 9649 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 2077 The dexos (TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos (TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos (TM)specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 2(TM) engine oil. GM dexos 2(TM) Engine Oil Specification - dexos 2(TM) is approved and recommended by GM for use in Europe starting in model year 2010 vehicles, regardless of where the vehicle was manufactured. - dexos 2(TM) is the recommended service fill oil for European gasoline engines. Important The Duramax(TM) diesel engine is the exception and requires lubricants meeting specification CJ-4. - dexos 2(TM) is the recommended service fill oil for European light-duty diesel engines and replaces GM-LL-B-025 and GM-LL-A-025. - dexos 2(TM) protects diesel engines from harmful soot deposits and is designed with limits on certain chemical components to prolong catalyst life and protect expensive emission reduction systems. It is a robust oil, resisting degradation between oil changes and maintaining optimum performance longer. Disclaimer Page 271 Engine Control Module: Service and Repair Service Programming System (SPS) The Service Programming System (SPS) allows a technician to program a control module through the data link connector (DLC). The information transfer circuit that is used at the DLC is the same serial data circuit used by the scan tool for retrieving diagnostic trouble codes (DTCs), displaying data, clearing DTCs, etc. This procedure offers the ability to install software/calibrations matched to a particular vehicle. Most control modules have 2 types of memory. The software/calibrations reside in the flash memory. The two types of memory are listed below: ^ Electrically Erasable Programmable Read Only Memory (EEPROM) This type of memory allows selected portions of memory to be programmed while other portions remain unchanged. Certain learned values reside in the EEPROM, such as: ^ The Vehicle Identification Number (VIN) ^ The crankshaft variation learned position ^ The software/calibrations identification numbers ^ The control module security information ^ Flash Read Only Memory - Flash Memory Flash memory has increased memory storage capacity. During programming, all information within this type of memory is erased, and then replaced with entirely new information. Service Programming Methods The 4 methods of programming a control module and the proper tools for each method are as follows: ^ Remote Programming: The Tech 2 or other scan tool, Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software - The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is installed in the vehicle ^ Pass Thru Programming: The Tech 2 or other scan tool, Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software - The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is installed in the vehicle. ^ Off-Board Remote Programming, vehicle NOT available: The Tech 2 or other scan tool, Off-board Programming Adapter (OBPA), Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software-The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is NOT installed in a vehicle. ^ Off-Board Pass Thru Programming The Tech 2 or other scan tool, off-board programming adapter (OBPA), Techline Terminal or a personal computer equipped with General Motors Corporation authorized programming software-The Tech 2 or other scan tool is used as an interface between the vehicle and the Techline Terminal or a personal computer. - The control module is NOT installed in a vehicle Before Programming a Control Module IMPORTANT: DO NOT program an existing control module with the identical software/calibration package. This procedure is not a short cut to correct a driveability condition. This is an ineffective repair. A control module should only be programmed when the following occurs: ^ When a service procedure instructs you to replace the control module. The service part control module does not contain operating software or calibrations. ^ General Motors Corporation releases an updated software/calibration package. Ensure that the following conditions are met before programming a control module: ^ Vehicle system voltage: There are no charging system concerns. All charging system concerns must be repaired before programming a control module. - The battery voltage is greater than 12 volts but less than 16 volts. The battery must be fully charged before programming the control module. - A battery charger is NOT connected to the vehicles battery. Incorrect system voltage or voltage fluctuations from a battery charger may cause programming failure or control module damage. - Turn OFF or disable any system that may put a load on the vehicles battery. Turn OFF or disable systems such as: ^ Daytime Running Lights (DRL). Applying the parking brake, on most vehicles, disables the DRL system. ^ Heating, Ventilation, And Air Conditioning (HVAC) systems ^ Engine cooling fans, etc. ^ The ignition switch is in the proper position. The scan tool prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure unless instructed to do so. ^ All tool connections are secure: The RS-232 cable - The connection at the DLC - The voltage supply circuits - The OBPA ^ DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. Page 8057 Seat Belt Retractor: Service and Repair Right Front REMOVAL PROCEDURE 1. Remove the trim panel from the lower center pillar. 2. Remove the anchor bolt from the front seat belt. 3. Remove the shoulder belt guide cover. 4. Remove the shoulder belt guide bolt. 5. Remove the shoulder belt guide. Page 8471 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Page 185 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. ^ Testing for Short to Ground ^ Testing for Continuity ^ Testing for Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing an Intermittent Fault Condition. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. ^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. ^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: ^ Wiring broken inside the insulation ^ Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. ^ Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. ^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. Page 4438 Catalytic Converter: Service and Repair Catalytic Converter Replacement Removal Procedure 1. Raise the vehicle. 2. Support the three way catalytic converter. 3. Remove the intermediate pipe from the three way catalytic converter. 4. Remove the exhaust manifold pipe assembly from the exhaust manifold. 5. Remove the exhaust manifold seal and the three way catalytic converter seal. 6. Clean the flange surfaces. Installation Procedure 1. Install the exhaust manifold seal and the three way catalytic converter seal. 2. Install the exhaust manifold pipe assembly to the exhaust manifold. Page 1981 Piston Pin: Specifications Piston Pin Diameter ...................................................................................................................................................... 22.9915 - 22.9964 mm (0.9052 - 0.9054 in) Clearance In Piston .......................................................................................................................................... 0.0096 0.0215 mm (0.0004 - 0.0008 in) Fit In Rod (Press fit) .......................................................................................................................................... -0.0469 0.017 mm (0.0006 - 0.0018 in) Page 1393 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Remove the air cleaner element retaining screws and remove the cover. 3. Remove the air cleaner element. Inspect the air cleaner element and replace if necessary. 4. Disconnect the mass air flow (MAF) sensor electrical connector. 5. Disconnect the intake air temperature (IAT) sensor electrical connector. 6. Disconnect the breather tube from the air intake duct. 7. Loosen the two air intake duct clamps and remove the air intake duct. INSTALLATION PROCEDURE 1. Install the air cleaner element in the air cleaner assembly. 2. Position the air cleaner cover on the air cleaner assembly. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the air cleaner retainer screws. Tighten Tighten the screws to 6 N.m (40 lb in). 4. Install the air intake duct. Page 3487 Equivalents - Decimal And Metric Part 1 Page 1350 Alignment: Description and Operation Caster Description Caster is the tilting of the uppermost point of the steering axis either forward or backward, when viewed from the side of the vehicle. A backward tilt is positive (+) and a forward tilt is negative (-). Caster influences directional control of the steering but does not affect the tire wear and is not adjustable on this vehicle. Caster is affected by the vehicle height, therefore it is important to keep the body at its designed height. Overloading the vehicle or a weak or sagging rear spring will affect caster. When the rear of the vehicle is lower than its designated trim height, the front suspension moves to a more positive caster. If the rear of the vehicle is higher than its designated trim height, the front suspension moves to a less positive caster. With too little positive caster, steering may be touchy at high speed and wheel returnability may be diminished when coming out of a turn. If one wheel has more positive caster than the other, that wheel will pull toward the center of the vehicle. This condition will cause the vehicle to pull or lead to the side with the least amount of positive caster. Camber Description Camber is the tilting of the wheels from the vertical when viewed from the front of the vehicle. When the wheels tilt outward at the top, the camber is positive (+). When the wheel tilts inward at the top, the camber is negative (-). The amount of tilt is measured in degrees from the vertical. Camber settings influence the directional control and the tire wear. Too much positive camber will result in premature wear on the outside of the tire and cause excessive wear on the suspension parts. Too much negative camber will result in premature wear on the inside off the tire and cause excessive wear on the suspension parts. Unequal side-to-side camber of 1 degree or more will cause the vehicle to pull or lead to the side with the most positive camber. Toe Description Page 636 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 180 Body Control Module: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 8762 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Page 7483 Tires: Technical Service Bulletins Tires - Correct Inflation Pressure Information INFORMATION Bulletin No.: 00-00-90-002J Date: January 28, 2009 Subject: Information on Proper Tire Pressure Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2009 and Prior HUMMER H2, H3, H3T 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years and clarify additional information. Please discard Corporate Bulletin Number 00-00-90-002I (Section 00 - General Information). Important: ^ Adjustment of tire pressure for a customer with a Low Tire Pressure Monitor (TPM) light on and no codes in the TPM system is NOT a warrantable repair. Claims to simply adjust the tire pressure will be rejected. ^ ALL tires (including the spare tire) MUST be set to the recommended inflation pressure stated on the vehicle's tire placard (on driver's door) during the PRE-DELIVERY INSPECTION (PDI). Recommended inflation pressure is not the pressure printed on tire sidewall. ^ Tires may be over-inflated from the assembly plant due to the mounting process. ^ Generally a 5.6°C (10°F) temperature change will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure change. ^ 2008-2009 HUMMER H2 Only - The H2 comes standard with Light Truck "D" Load Range tires with a recommended cold inflation pressure of 289 kPa (42 psi). These tires will alert the driver to a low pressure situation at roughly 262 kPa (38 psi) due to a requirement in FMVSS 138 which specifies a Minimum Activation Pressure for each tire type. This creates a relatively narrow window of "usable" pressure values and the warning will be more sensitive to outside temperature changes during the colder months. As with other cold temperature/tire pressure issues, there is nothing wrong with the system itself. If a vehicle is brought in with this concern, check for tire damage and set all tires to the Recommended Cold Inflation Pressure shown on the vehicle placard. Accurate tire pressures ensure the safe handling and appropriate ride characteristics of GM cars and trucks. It is critical that the tire pressure be adjusted to the specifications on the vehicle¡C■s tire placard during PDI. Ride, handling and road noise concerns may be caused by improperly adjusted tire pressure. The first step in the diagnosis of these concerns is to verify that the tires are inflated to the correct pressures. The recommended tire inflation pressure is listed on the vehicle¡C■s tire placard. The tire placard is located on the driver¡C■s side front or rear door edge, center pillar, or the rear compartment lid. Tip ^ Generally a 5.6°C (10°F) temperature increase will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure increase. ^ The definition of a "cold" tire is one that has been sitting for at least 3 hours, or driven no more than 1.6 km (1 mi). ^ On extremely cold days, if the vehicle has been indoors, it may be necessary to compensate for the low external temperature by adding additional air to the tire during PDI. ^ During cold weather, the Tire Pressure Monitor (TPM) indicator light (a yellow horseshoe with an exclamation point) may illuminate. If this indicator turns off after the tires warm up (reach operating temperature), the tire pressure should be reset to placard pressure at the cold temperature. ^ The TPM system will work correctly with nitrogen in tires. ^ The TPM system is compatible with the GM Vehicle Care Tire Sealant but may not be with other commercially available sealants. Important: ^ Do not use the tire pressure indicated on the tire itself as a guide. Page 7492 Page 8218 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Service and Repair Front Door Window Regulator: Service and Repair Window Regulator Replacement - Front Door The front door window regulator is part of the front door locking system module and can not be serviced separately. Refer to Locking System Module Replacement - Front Door for the service procedure. Page 391 Service Precautions Jump Starting: Service Precautions CAUTION: Batteries produce explosive gases. Batteries contain corrosive acid. Batteries supply levels of electrical current high enough to cause burns. Therefore, in order to reduce the risk of personal injury while working near a battery, observe the following guidelines: ^ Always shield your eyes. ^ Avoid leaning over the battery whenever possible. ^ Do not expose the battery to open flames or sparks. ^ Do not allow battery acid to contact the eyes or the skin. Flush any contacted areas with water immediately and thoroughly. - Get medical help. Page 2815 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 537 Electrical Symbols Part 4 Page 927 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 8429 Audio Amplifier Front Cross-Member: Specifications Suspension Crossmernber Bolts 81 ft. lbs. Suspension Crossmember to Body Bolts 61 ft. lbs. Page 321 Inflatable Restraint Sensing And Diagnostic Module (SDM) Page 9734 Electrical Symbols Part 2 Page 4903 cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J 38125-B Terminal Repair Kit Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original. ^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-B crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of Page 5740 For vehicles repaired under warranty, use the table. Disclaimer Page 10736 Electrical Symbols Part 1 Torque Converter, Turbine Shaft Seal Replacement Seals and Gaskets: Service and Repair Torque Converter, Turbine Shaft Seal Replacement Torque Converter, Turbine Shaft Seal Replacement Removal Procedure Caution: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Remove the transmission assembly from the vehicle. 3. Remove the torque convertor assembly from the transmission. 4. Remove the torque convertor O-ring seal from the end of the turbine shaft. Use a screwdriver. Installation Procedure 1. Install a new torque convertor O-ring seal on the end of the turbine shaft. 2. Install the torque convertor onto the transmission. 3. Install the transmission into the vehicle. 4. Connect the negative battery cable. 5. Adjust the transmission oil level. Page 2429 6. Remove the spark plug wires from the ignition coils. 7. Remove the spark plug wires from the engine. 8. If you are replacing the spark plug wires, transfer any of the following components: ^ Spark plug wire conduit ^ Spark plug wire retaining clips INSTALLATION PROCEDURE 1. Install the spark plug wires to the engine. 2. Install the spark plug wires to the ignition coils. Page 51 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Locations Manifold Pressure/Vacuum Sensor: Locations Locations View Page 8472 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Page 3625 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. ^ Ensure that the wires extend beyond the clip in each direction. ^ Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. Cigarette Lighter - Inoperative Cigarette Lighter: All Technical Service Bulletins Cigarette Lighter - Inoperative File In Section: 08 - Body and Accessories Bulletin No.: 01-08-49-016 Date: November, 2001 TECHNICAL Subject: Cigarette Lighter May Be Inoperative (Install New Lighter Element) Models: 2002 Buick LeSabre, Park Avenue, Rendezvous 2002 Cadillac DeVille, Seville 2001-2002 Chevrolet Cavalier 2002 Chevrolet Impala, Malibu 2002 Chevrolet Trans Sport (Export Only) 2002 Oldsmobile Alero, Aurora 2001-2002 Pontiac Sunfire 2002 Pontiac Bonneville, Grand Am 2002 Chevrolet and GMC S/T Utility Models (TrailBlazer, Envoy) 2002 Chevrolet and GMC 6-7H C-Series Conventional Medium Duty Models 2001-2002 Oldsmobile Bravada Condition Some customers may comment that the cigarette lighter is inoperative. Cause During the 2001 model year, a new style cigarette lighter element was put into production. Under certain conditions, when pushed in firmly, the cigarette lighter element may short to ground inside the receptacle. This condition may result in a blown fuse. Correction Install a new cigarette lighter element, P/N 11516140. Replace the fuse for the cigarette lighter, if necessary. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Body - Water Leaks to Interior/Trunk Cabin Ventilation Grille: All Technical Service Bulletins Body - Water Leaks to Interior/Trunk File In Section: 08 - Body and Accessories Bulletin No.: 01-08-57-007A Date: April, 2002 TECHNICAL Subject: General Waterleak Diagnosis Guide Models: 1999-2002 Chevrolet Malibu 1999-2001 Oldsmobile Alero 1999-2001 Pontiac Grand Am This bulletin is being revised to add new conditions. Please discard Corporate Bulletin Number 01-08-57-007 (Section 08-Body and Accessories). This bulletin contains information on various waterleak conditions. Refer to the table for a quick reference to the various conditions and corresponding illustrations. Important: U.S. Dealers - For additional information, reference the June 2001 IDL broadcast service product issues for N-Car waterleaks. Condition 1 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause The door water deflector under the door pad may have voids, buckles, or other areas where the adhesive sealer is not adhered properly to the door metal (front floor or rear floor). Correction Remove and dispose of the door water deflector. DO NOT reuse the original door water deflector. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector) with one of the cleaners listed below or an equivalent. Install the new water deflector using the procedure below. For vehicles built with the auxiliary water deflector, follow Steps 1-4 (Olds and Pontiac sedans only). 1. With the original water deflector removed, verify installation of the auxiliary water deflector. Page 316 Ignition Control Module: Service and Repair REMOVAL PROCEDURE 1. Disconnect all the electrical connectors at the ignition control module. 2. Note position of spark plug wires for installation and disconnect the spark plug wires from ignition coils. 3. Remove the screws securing coil assemblies to ignition control module. 4. Remove the coils from ignition control module. 5. Remove the ignition control module from the bracket. INSTALLATION PROCEDURE 1. Install the ignition control module on the bracket. 2. Install the coils to ignition control module. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the screws. Tighten Tighten the screws to 4.5 N.m (40 lb in). 4. Connect the spark plug wires as noted during removal. 5. Connect the electrical connectors to the ignition control module. Page 9624 Brake Warning Indicator: Testing and Inspection For information regarding this component and the system that it is a part of, please refer to Hydraulic System Testing and Inspection. Locations Underhood Fuse Block (Part 1) Page 6730 1. Install ground cable. 2. Install nut to retain ground cable to bellhousing stud. 3. Install front transmission mount. 4. Install lower closeout panel. 5. Lower vehicle. 6. Install negative cable to retainers. 7. Tape positive cable and ground strap to negative cable. 8. Install bolt to retain ground cable to core support. 9. Connect negative ground cable (2). Page 10398 Ambient Light Sensor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Page 968 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 7409 For vehicles repaired under warranty, use the table. Disclaimer Drive Belt Chirping Drive Belt: Testing and Inspection Drive Belt Chirping Drive Belt Chirping Diagnosis Diagnostic Aids The symptom may be intermittent due to moisture on the drive belt(s) or the pulleys. It may be necessary to spray a small amount of water on the drive belt(s) in order to duplicate the customers concern. If spraying water on the drive belt(s) duplicates the symptom, cleaning the belt pulleys may be the probable solution. A loose or improper installation of a body component, a suspension component, or other items of the vehicle may cause the chirping noise. Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. The noise may not be engine related. This step is to verify that the engine is making the noise. If the engine is not making the noise do not proceed further with this table. Page 2907 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 4699 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 629 consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to 0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: ^ Turn ON the ignition, with the engine OFF. ^ Turn ON the engine. ^ Turn ON the circuit and/or system with a scan tool in Output Controls. ^ Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. Page 6629 Parking Brake Cable: Service and Repair Park Brake Cable Replacement - Left Rear Park Brake Cable Replacement - Left Rear ^ Tools Required ^ J 37043 Parking Brake Cable Release Tool Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the left rear park brake cable (1) from the equalizer (2). 3. Disconnect the cable (3) from the bracket (4) using the J 37043. Page 10065 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 6244 Locations Hazard Warning Flasher: Locations The Hazard Flasher and Turn Signal Flasher have been integrated with the Hazard Lamp Switch. Page 10326 Hi-Beam Indicator Lamp: Electrical Diagrams For further information regarding this component and the system that it is a part of, please refer to Lighting and Horns Diagrams. Page 6478 - It is not necessary to replace rotors in pairs. Rotors may be replaced individually. However, caution should be exercised, as a variance in surface finish may cause a brake pull condition. - New rotors should not be refinished before installation. Original equipment rotor surfaces are ground to ensure smooth finish and parallelism between mounting and friction surfaces. If a new rotor has more than 0.050 mm (0.002 in) Lateral Run Out (LRO) when properly mounted on the hub, correct it using one of the following methods: 1. For hubless rotor designs, use the correction plate procedure found in the "GM Brake Service Procedure for Hubless Rotors" outlined in this bulletin. 2. For hubbed/trapped/captured rotor designs, refinish the rotor using an On-Car lathe and the procedure outlined in this bulletin. - Never reuse rotors that measure under the Minimum Thickness specification. In this instance, the rotor should be replaced. Important If the Minimum Thickness specification is not visible on the rotor, reference Service Information (SI) for the specific vehicle application. DO NOT use any other manufacturers rotor specifications. Brake Pads: Important When determining the warranty coverage (as an example) - if all four front or four rear brake pads are excessively worn evenly, that would NOT be covered under warranty since this type of wear is most likely due to driving habits or trailering. However, if the brake pads are excessively worn un-evenly, side-to-side or same side/inner-to-outer pads, then consideration should be given to cover this under warranty since this type of wear is most likely due to poor operation of other braking components. - Consideration should be given for covering brake pads up to 39,000 km (24,000 mi) (excluding owner abuse, excessive trailering, or the situations that would not be considered normal use). - Installation of new rotors does not require pad replacement. Do not replace pads unless their condition requires it - excessively worn, damage or contaminated. Brake Wear: Several factors impact brake lining wear and should be taken into account when reviewing related issues: - heavy loads / high temperatures / towing / mountainous driving / city driving / aggressive driving / driver braking characteristics (left foot or two feet) The following are conditions that may extend brake lining wear: - light loads / highway driving / conservative driving / level terrain Page 9529 2. For the Oldsmobile Alero, locate the auxiliary water deflector off of the nut on the inner panel. Refer to the arrow in the illustration above. For the Pontiac Grand Am, locate the auxiliary water deflector off of the hole on the inner panel. Refer to the arrow in the illustration above. 3. Make sure the bottom of the auxiliary water deflector is tucked inboard of the inner panel. Refer to the illustrations above. 4. Pull the harness connectors through their respective holes or slits. 5. After the auxiliary water deflector is installed, install the new door water deflector. 6. Position the water deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl adhesive is below the drain holes and does not cover them. Refer to the illustration above. 7. Using a 50.8 mm (2 in) wallpaper roller, roll out the butyl adhesive. Do not over roll the butyl; the butyl should be rolled no more than two times its original width. Start at the bottom center and work outboard, up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store. Condition 2 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the passenger side. Cause This condition may be caused by water entering the fresh air inlet to the HVAC case due to poor sealing of the air inlet screen to the fresh air inlet opening. Page 3716 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. SIR/SRS Wire Pigtail Repair IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS Wire Repair TOOLS REQUIRED J 38125-B Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: ^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. ^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. ^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: ^ When adding a length of wire to the existing harness, use the same size wire as the original wire. ^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. ^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. ^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. ^ If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. Page 6472 4. Slide the rotor all the way to the hub and hold it in place until you have placed one of the conical washers (with the tapered hole side facing out) and run the first lug nut up tight by hand so the rotor doesn't move when you release it. 5. Place the conical washers on the rest of the studs (with the tapered hole side facing out), start and snug the lug nuts by hand. 6. Using the one half inch drive impact wrench and a torque stick (J 39544) or equivalent, start with the lug nut opposite of the one you first tightened by hand and tighten the lug nuts using a star pattern until they touch the hub but do not completely torque. Then again, starting with the first lug nut you tightened by hand, tighten all the lug nuts in a star pattern to the specific vehicle torque specification. 7. DO NOT reinstall the caliper or the wheel at this time. On-Car Type Lathe 1. Leave the On-Car adapter on the wheel. 2. Proceed to Step 9. 9. Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor outboard friction surface approximately 6.35 mm (0.25 in) from the rotor's outer edge. The stylus should be perpendicular to the friction surface of the rotor. Important Make sure the dial indicator needle tip is screwed tight, a loose tip could cause false readings. 10. Measure for LRO. Follow the procedure below to determine if the LRO is within specification (0.050 mm (0.002 in) or LESS). 1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is indicated and set the dial indicator to zero. 2. Rotate the rotor from the low point and locate the point with the highest dial indicator reading (rotor "high spot"). Note the amount and mark the location of the "high spot" on the rotor and mark the closest wheel stud relative to this location. If the high point falls between two studs, mark both studs. In instances where the vehicle has "capped lug nuts" you should mark the hub. 11. If the Lateral Run Out (LRO) measurement is 0.050 mm (0.002 in) or LESS, no correction is necessary. Go to Step 15 if this is the first rotor completed. Go to Step 16 if this is the second rotor completed. If the LRO is GREATER than 0.050 mm (0.002 in), go to Step 12. 12. If the LRO measurement is greater than 0.050 mm (0.002 in), use the following procedure to correct for LRO: Important If the LRO measurement is over 0.279 mm (0.011 in), determine the source or cause of the LRO and correct it (i.e. verify drive axle nut torque specification, refinished rotor is source of LRO due to a lathe qualification issue - see "Brake Lathe Calibration Procedure"). Hubless Rotor 1. Remove the rotor and using the Brake Align(R) application chart (found in TSB 01-05-23-001B), choose the correct plate to bring the rotor LRO to 0.050 mm (0.002 in) or less. The plates come in 0.0762 mm (0.003 in), 0.1524 mm (0.006 in) and 0.2286 (0.009 in) compensation. For more information on proper plate selection, see the instruction video/DVD included in the "Brake Align(R)" kit or TSB 01-05-23-001B. 2. Align the V-notch of the selected Brake Align(R) correction plate to the marked wheel stud ("high spot") or between the two points marked (if the "high spot" is between two wheel studs). Important IF Brake Align(R) Correction Plates are not available for the vehicle being serviced, refer to SI Document - Brake Rotor Assembled Lateral Runout Correction for correcting LRO. Important Per Brake Align(R) manufacturer, NEVER attempt to stack two or more Correction Plates together on one hub. NEVER attempt to reuse a previously installed Correction Plate. 3. Reinstall the rotor using the same method and precautions as the first time - found in Step 8. Make sure to index the rotor correctly to the marks made in step 10, otherwise LRO will be comprised. Hubbed / Captured / Trapped Rotor 1. Measure the rotor thickness. 2. Refinish or replace the rotor (see Service Information for further details). Body - Creak/Groan When Opening/Closing Doors Rear Door Hinge: All Technical Service Bulletins Body - Creak/Groan When Opening/Closing Doors File In Section: 08 - Body and Accessories Bulletin No.: 01-08-64-020C Date: October, 2004 TECHNICAL Subject: Creak Noise When Opening or Closing Doors (Apply Lubricant to Check Link) Models: 2001-2003 Chevrolet Malibu 2004-2005 Chevrolet Classic 2001-2004 Oldsmobile Alero 2001-2005 Pontiac Grand Am This bulletin is being revised to add the 2005 model year. Please discard Corporate Bulletin Number 01-08-64-020B (Section 08 - Body and Accessories). Condition Some customers may comment on a creak or squeak noise when opening or closing one or more doors. Cause This condition may be caused by the door check link spring saddle. Correction Important: To prevent overspray from landing on the door glass, make sure all windows are rolled up before applying the lubricant to the check link. Slide the check link grommet back and spray GM Lubriplate(R) Lubricant, P/N 89021668 (in Canada, use P/N 89021674), or equivalent, on the check link saddle using a "straw" type nozzle extension. The nozzle extension should be inserted slightly into the opening above the check link arm and sprayed toward the outside of the door. If the nozzle is inserted too far into the door, it will go past the check link spring saddle and the lubricant will miss its target. Move the nozzle back and forth while spraying to distribute the lubricant. Open and shut the door until the noise is gone. Reinstall the check link grommet in the door. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 9779 Fuel Gauge Sender: Specifications Fuel Level Specifications The values in the table are approximate values based on information obtained from properly operating vehicles. Actual results may vary slightly. Page 8766 Cabin Ventilation Grille: Service and Repair Pressure Relief Valve Replacement Removal Procedure 1. Remove the rear bumper fascia. 2. Pull back the rear compartment trim from the right rear corner in order to expose the pressure relief valve. 3. Disengage the pressure relief valve tabs from the inside of the rear compartment. Remove the pressure relief valve (1) from the quarter panel. Installation Procedure 1. Position the pressure relief valve (1) to the quarter panel. Press inward on the pressure relief valve to fully engage the retaining tabs. 2. Install the rear compartment trim to its original position. 3. Install the rear bumper fascia. Page 1088 Equivalents - Decimal And Metric Part 2 Arrows and Symbols Page 5273 For vehicles repaired under warranty, use the table. Disclaimer Page 7741 Condition 8 (Alero, Grand Am) Some customers may comment about a mildew odor or that the front or rear floor carpet is wet. Cause There may be a gap between the upper and the lower trim that will allow water to channel on the inside of the molding, across the top of the door frame and then down to the carpet area. Refer to the illustration above (front and rear door applique shown). Correction Repair the area by applying enough seam sealer to fill the gap. Loosen the top vertical molding screws and push the molding upward so that the top of horizontal molding shingles the vertical molding. Wipe away any excess sealer. Condition 9 (Alero, Grand Am) Some customers may comment about a mildew odor or wet carpet on the driver side. Cause The manual transmission shift cable grommet may not be sealed at the front of dash. Refer to the illustration above. Correction Reposition the grommet to fit in the opening properly. If necessary, seal with GM Weatherstrip Adhesive, P/N 12345097 (in Canada, use P/N 10953479). Condition 10 (Alero, Grand Am, Malibu) Some customers may comment about a mildew odor or that the front floor carpet is wet. Cause Body - TPO Fascia Cleaning Prior to Painting Front Bumper Cover / Fascia: Technical Service Bulletins Body - TPO Fascia Cleaning Prior to Painting INFORMATION Bulletin No.: 08-08-51-002 Date: March 12, 2008 Subject: New Primer For TPO Fascias and Affected Cleaning Process of Painting Operation Models: 2009 and Prior Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 The purpose of this bulletin is to inform the technician that General Motors has made a change in the primer it uses for TPO plastic for service parts. This new primer comes in several different colors from five different suppliers. This change affects the cleaning process of the painting operation. The new process is as follows. 1. Wash with soap and water. 2. Clean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). Check with your paint supplier for product recommendations. 3. Scuff sand per your paint suppliers recommendations. Note: The use of a solvent-type cleaner will soften, or begin to dissolve the primer. Base coats do not have any affect on this primer. 4. Reclean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). All fascias, with the exception of the Corvette, Camaro, and Cadillac XLR, are made of TPO. You may find other TPO parts with this primer. If the technician has a question as to the type of plastic they are painting, inspect the back of the part for the plastic symbol (TPO). Disclaimer Page 2030 2. Remove the serpentine belt from the accessory drive system. 3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves of the pulley, farthest from the front of the engine. 4. Install the retaining cord around the pulley and to the legs of the tool. 5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley alignment. - If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly. - If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the position of the power steering pulley as required. - Refer to SI for Power Steering Pulley Removal and Installation procedures. 9. Install the serpentine belt to the accessory drive system in the original orientation. 10. Operate the vehicle and verify that the belt noise concern is no longer present. Tool Information Please visit the GM service tool website for pricing information or to place your order for this tool. Page 302 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order 10 reuse a terminal or lead assembly. Refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors TERMINAL REMOVAL Follow the steps below in order to repair pull-to-seat connectors. Page 7738 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 3155 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 2860 5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. Page 5947 5. Place the transmission control shifter assembly in the N (Neutral) notch in the detent plate. 6. Loosen the park/neutral position switch attaching bolts. 7. Rotate the switch on the shifter assembly in order to align the service adjustment hole with the carrier tang hole. 8. Insert a 2.34 mm (3/32 inch) maximum diameter gauge pin to a depth of 9.0 mm (9/64 inch). - Tighten the bolts to 24 Nm (18 ft. lbs.). Page 5002 pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. ^ Using the heat torch apply heat to the crimped area of the barrel. ^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. Page 2955 Conversion - English/Metric Service Precautions Vehicle Lifting: Service Precautions CAUTION: ^ To help avoid personal injury, always use jack stands when you are working on or under any vehicle that is supported only by a jack. ^ To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist, support the vehicle with jack stands at the opposite end from which the components are being removed. Page 2861 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 702 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: ^ Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General Electrical Diagnostic Procedures/Circuit Testing/Probing Electrical Connectors ^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. ^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Fused Jumper Wires TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Inducing Intermittent Fault Conditions In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: ^ Wiggling the harness ^ Disconnecting a connector and reconnecting ^ Stressing the mechanical connection of a connector ^ Pulling on the harness or wire in order to identify a separation/break inside the insulation ^ Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. High Temperature Conditions TOOLS REQUIRED J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, Page 3995 PCM Connector C2 Part 1 Page 9552 5. Remove the cable from the ribbon. 6. Disconnect the electrical connector from the module assembly. 7. Unclip the hinged retaining strap from the bracket at the top of the module. 8. Remove the module from the mounting bracket. INSTALLATION PROCEDURE Page 6806 Starter Motor: Diagnostic Aids Basic Knowledge Required Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand the basic theory of electricity and know the meaning of voltage (volts), current (amps) and resistance (ohms) You should understand what happens in a circuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. Checking Aftermarket Accessories Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Handling Caution in Service Precautions. ^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. ^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: ^ Power feeds connected to points other than the battery ^ Antenna location ^ Transceiver wiring located too close to vehicle electronic modules or wiring ^ Poor shielding or poor connectors on antenna feed line ^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Circuit Breakers A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Fuses Description and Operation ABS Light: Description and Operation ABS Indicator The IPC illuminates the ABS indicator when the following occurs: ^ The Electronic Brake Control Module (EBCM) detects a malfunction with the antilock brake system. The Body Control Module (BCM) receives a class 2 message from the EBCM requesting illumination. The BCM sends a message to the IPC via the Serial Peripheral Interface (SPI) requesting illumination. The BCM also sends a class 2 message to the radio in order to activate an audible warning. ^ The IPC performs the displays test at the start of each - ignition cycle. The indicator illuminates for approximately 3 seconds. ^ The IPC detects a loss of SPI communications with the BCM. ^ The BCM detects a loss of class 2 communications with the EBCM. Page 1539 Hose/Line HVAC: Service and Repair Evaporator Hose Assembly Replacement TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Remove the right front fender liner. 3. Disconnect the evaporator hose assembly from the evaporator. 4. Remove and discard the seal washer. 5. Remove the bolt holding the evaporator hose assembly to the condenser. 6. Remove the evaporator hose assembly from the condenser. 7. Remove and discard the Seal washer. Page 10814 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 1619 Disclaimer A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: Customer Interest A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Page 10659 Electrical Symbols Part 4 Page 7869 20. Remove the instrument panel carrier. See: Body and Frame/Interior Moulding / Trim/Dashboard / Instrument Panel/Service and Repair/Instrument Panel (I/P) Carrier Replacement 21. Remove the bolt from the bracket joining the cross vehicle beam to the HVAC module. 22. Release the body control module from the cross vehicle beam. 23. Remove HVAC duct work from the cross vehicle beam. 24. Remove the 2 remaining bolts for the steering column brace. Description and Operation Impact Sensor: Description and Operation INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE (SDM) The SDM is a microprocessor and the control center for the SIR system. In the event of a collision, the SDM performs calculations using the signals received from the internal sensors and compares the results of the calculations to values stored in memory. When these calculations exceed the stored value, the SDM will cause current to flow through the appropriate deployment loops to deploy the air bags. The SDM records the SIR system status when a deployment occurs and turns the AIR BAG indicator ON. The SDM performs continuous diagnostic monitoring of the SIR system electrical components and circuitry when the ignition is turned ON. If the SDM detects a malfunction, a DTC will be stored and the SDM will command the AIR BAG indicator ON. In the event that Ignition 1 voltage is lost during a collision, the SDM maintains a 23-Volt Loop Reserve (23 VLR) for deployment of the air bags. It is important to note, when disabling the SIR system for servicing or rescue operations to allow the 23 VLR to dissipate, which could take up to one minute. Console Replacement Console: Service and Repair Console Replacement Console Replacement Removal Procedure 1. Remove the front seats from the vehicle. 2. Fold the console compartment up. 3. Remove the rear cupholder from the center console. 4. Remove the console trim plate. 5. Remove the console screws from the center console. 6. Remove the center console (2) from the vehicle. Installation Procedure 1. Install the center console (2) into the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the console screws into the center console. Tighten the screws to 2 N.m (18 lb in). 3. Install the console trim plate. 4. Install the rear cupholder to the center console. 5. Install the front seats into the vehicle. Page 3848 Oil Level Sensor For ECM: Diagrams Engine Oil Level Switch Page 7094 Relay Box: Service and Repair Attached to Wire Harness REMOVAL PROCEDURE 1. Locate the relay. Refer to the Master Electrical Component List. 2. Remove any fasteners which hold the relay in place. 3. Remove any Connector Position Assurance (CPA) devices or secondary locks. IMPORTANT: Use care when removing a relay in a wiring harness when the relay is secured by fasteners or tape. 4. Separate the relay (1) from the wire harness connector (2). INSTALLATION PROCEDURE 1. Connect the relay (1) to the wire harness connector (2). 2. Install any Connector Position Assurance (CPA) devices or secondary locks. 3. Install the relay using any fasteners or tape that originally held the relay in place. Page 10931 1. Install the power window switch to the accessory switch plate. Press the window switch into the switch plate until retaining tabs are fully seated. 2. Connect the electrical connectors (2) to the power window switch. 3. Install the accessory switch plate to the door trim panel. Press the switch plate into the door trim panel until the retainers (1) are fully seated. Page 10308 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). ^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch. ^ If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Flat Wire Repairs NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. Heated Oxygen Sensor (HO2S) Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: ^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. ^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. ^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. ^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-B. Repairing Damaged Wire Insulation If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: ^ The SDM harness connector pigtail assembly ^ The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS System Wire Splice Repair Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. Terminal Position Assurance (TPA) Page 3986 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 10728 Left Side Of The Instrument Panel Page 9660 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. ^ Rewrap the conductors with the mylar tape. ^ Use caution not to wrap the drain wire in the tape (1). ^ Follow the splicing instructions for copper wire and splice the drain wire. ^ Wrap the drain wire around the conductors and tape with mylar tape. Page 3531 There may be a void in the seam sealer in the baffle area behind the right or left fender. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 5 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 3079 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals TOOLS REQUIRED J 38125-B Terminal Repair kit Use the following repair procedures in order to repair the following. ^ Push to Seat terminals ^ Pull to Seat terminals ^ Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals. Page 4044 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Turn OFF the ignition. 2. Disconnect the intake air temperature (IAT) sensor electrical connector. 3. Disconnect the MAP sensor (1) electrical connector. 4. Remove the air inlet duct from the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing. INSTALLATION PROCEDURE 1. Install the MAF sensor (1) to the air filter housing. 2. Install the air inlet duct to the MAF sensor and the throttle body. 3. Connect the IAT sensor electrical connector. 4. Connect the MAF sensor electrical connector. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 6033 Wiring Harness: Service and Repair Wiring Harness Replacement - Tools Required J 41101 Pass-Through Connector Remover Removal Procedure 1. Remove the transmission side cover. 2. Push the J41101 onto the pass-through connector from the outside of the transmission case in order to compress the pass-through connector's retaining tabs. 3. With the retaining tabs compressed, use a screwdriver in order to remove the pass-through connector through the inside of the transmission case. 4. Remove the wiring harness (11). Installation Procedure Connect the wiring harness assembly to the following components: The TFP switch assembly (13) - The pressure control solenoid (312) (red connector) Important: The 1-2 shift solenoids wires are red and light green. The 2-3 shift solenoid wires are red and yellow. - The 1-2 shift solenoid (305) (white connector) - The 2-3 shift solenoids (305) (white connectors) - The TCC solenoid (335) - Install the transmission side cover. Capacity Specifications Engine Oil: Capacity Specifications Engine Oil With Filter Change ............................................................................................................................... ............................................................. 4.2L (4.5 Qt) NOTE: ALL capacity specifications are approximate. When replacing or adding fluids, fill to the recommended level and recheck fluid level. Page 1198 The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: ^ The tubing will shrink completely as the heat is moved along the insulation. ^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS Wiring Repairs TOOLS REQUIRED J 38125-B Terminal Repair kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-B contains the following items: ^ Special sealed splices - in order to repair the SIR/SRS system wiring ^ A wire stripping tool ^ A special crimping toot ^ A heat torch ^ An instruction manual The sealed splices have the following 2 critical features: ^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. ^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items: ^ A large sampling of common electrical terminals ^ The correct tools in order to attach the terminals to the wires ^ The correct tools in order to remove the terminals from the connectors Splicing Copper Wire Using Splice Clips Page 10453 2. Remove the AIR BAG fuse from the panel. 3. Remove the three screws attaching the lower steering column cover to the steering column. 4. Remove the upper steering column cover. 5. Remove the two screws that attach the IP cluster bezel to the IP. 6. Using a small flat-blade screwdriver, gently pry out and remove the IP cluster trim plate from the IP. 7. Disconnect the electrical connectors from the other switches in the trim plate. 8. Disconnect the electrical connector from the hazard warning switch. 9. Using a small flat-blade screwdriver, carefully push in on the tabs to release the hazard warning switch from the IP cluster trim plate. 10. Remove the hazard warning switch by pushing in an outward motion on the switch while holding onto the IP cluster trim plate. 11. Install the new hazard warning switch by pushing in an inward motion on the switch while holding onto the IP cluster trim plate. Push inward on the switch until it is fully seated into the IP cluster trim plate. Page 8687 Body Control Module: Description and Operation BODY CONTROL MODULE (BCM) The BCM contains the logic of the theft deterrent system. The BCM provides the battery positive voltage to operate the Passlock(TM) Sensor. The BCM also measures the voltage of the security sensor signal circuit. The voltage measured will indicate whether the Passlock(TM) Sensor has been activated and whether the resistance value from the sensor is a valid value or the tamper value. If voltage measured is in the valid range, the BCM compares this voltage, voltage code, to a previously learned voltage code. If the voltage codes match, the BCM sends a class 2 message containing a password to the PCM. If the voltage codes do not match, or the voltage is in the Tamper range, or there is a circuit fault, the BCM will not send the correct password to the PCM, and the vehicle will not start. Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Diagrams Sunroof Switch Page 10572 The tail lamp harness grommet may become mispositioned in the opening on the right or left side of the vehicle. Correction Reposition the grommet to fit in the opening properly. Also, inspect the harness inside the trunk behind the carpet trim. If the harness is too tight, release it from the retention clip. Route it in a manner so that it will not cause a future rattle noise or chafe on any sharp metal edge. Note that if the harness is not released from the retention clip and there is no slack, the condition may re-occur when objects are placed in the trunk in a manner that applies pressure to that harness. Parts Information Parts are currently available from GMSPO. Cleaners ^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984 ^ Dominion Sure Seal, Sure Solve Stock BSS ^ Kent Acrosol(TM) Seam Sealers ^ 3M(R) Ultropro(TM) Autobody Sealant ^ Kent High Tech Seam Sealer Clear 10200 ^ Dominion Sure Seal Heavy Duty Drip Check LCS Item # 9019 DISCLAIMER Page 5909 Disclaimer Page 7645 1. Install the actuator linkage to the recirculation actuator. Turn the linkage to install. 2. Slide the recirculation actuator on to the mounting bracket until the tab locks. 3. Connect the orange vacuum hose to the recirculation actuator. 4. Install the IP carrier. Page 4857 ^ Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. ^ Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. ^ Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. Testing For Proper Terminal Contact TOOLS REQUIRED ^ J 42675 flatware Probe Adapter ^ J 38125-B Terminal Repair Kit It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. Page 2779 Various symbols are used in order to describe different service operations. Page 6468 WARRANTY INFORMATION Page 7688 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to Page 2787 Engine Control Module: Description and Operation POWERTRAIN CONTROL MODULE (PCM) DESCRIPTION Powertrain Control Module (PCM) Description The powertrain has electronic controls to reduce exhaust emissions while maintaining excellent driveability and fuel economy. The Powertrain Control Module (PCM) is the control center of this system. The PCM monitors numerous engine and vehicle functions. The PCM constantly looks at the information from various sensors and other inputs, and controls the systems that affect vehicle performance and emissions. The PCM also performs the diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the Malfunction Indicator Lamp ( MIL). When the PCM detects a malfunction, the PCM stores a Diagnostic Trouble Code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. Review the components and wiring diagrams in order to determine which systems are controlled by the PCM. The Powertrain Control Module (PCM) contains the remainder of the logic of the theft deterrent system. If a class 2 message containing a valid password is received from the BCM, the PCM will continue to allow the fuel injectors to operate. The PCM will allow the fuel injectors to operate until it decides there is no valid password coming from the BCM If the PCM does not receive a class 2 message, or receives a class 2 message with an incorrect password, the engine will crank and will not run or will start and stall immediately. Page 2183 8. Disconnect the Throttle Position (TP) sensor. 9. Disconnect the Idle Air Control (IAC) sensor. 10. Disconnect the fuel injector harness. 11. Remove the Manifold Absolute Pressure (MAP) sensor (1). 12. Remove EGR pipe. Page 5236 Various symbols are used in order to describe different service operations. Diagrams Brake Light Switch: Diagrams Stop Lamp Switch C1 Stop Lamp Switch C2 Page 3330 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves. 3. Using the proper pick or removal tool insert into the front of the connector body. 4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3). 5. Inspect the terminal for damage, if damaged refer to Terminal Repair. 6. Reform the locking tang (2) if the terminal is being reused. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. TERMINAL INSTALLATION 1. Inspect the terminal for damage. If damaged refer to Terminal Repair. 2. Reform the locking tang (2) if the terminal is being reused. 3. Ensure that the cable seal is kept on the terminal side of the splice. 4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body. 5. Install the TPA, CPA and/or the secondary locks. Weather Pack Connectors The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 7024 8. Disconnect the electrical cable retainers at the rear of the electrical center. 9. Release the box retainer next to the electrical cables. 10. Turn the electrical center upside down and open the lower cover. 11. Disconnect the Instrument Panel (IP) wiring harness individual connectors from the junction block. A/T - Shift Flare/DTC's Set/SES Lamp ON Transmission Position Switch/Sensor: All Technical Service Bulletins A/T - Shift Flare/DTC's Set/SES Lamp ON Bulletin No.: 03-07-30-021A Date: November 19, 2003 TECHNICAL Subject: Neutral Flare and/or RPM Flare While In Drive, No 1-2 Upshift, Service Engine Soon (SES) Light Illuminated, Diagnostic Trouble Codes (DTCs) P1810, DTC P1815 Set (Reprogram the Powertrain Control Module (PCM), Replace Transmission Fluid Pressure (TFP) Manual Valve Position Switch) Models: 1995-2003 Chevrolet Cavalier 1997-2003 Chevrolet Malibu 1999-2003 Oldsmobile Alero 1995-2003 Pontiac Sunfire 1998-2003 Pontiac Grand Am with 4T40E Transmission (RPO MN4) or 4T45E Transmission (RPO MN5) Supercede: This bulletin is being revised to add reprogramming of the PCM on 2003 V6 models. Please discard Corporate Bulletin Number 03-07-30-021 (Section 07-Transmission/Transaxle) Condition Some customers may comment on a neutral flare and/or RPM increase while in drive or no 1-2 upshift and/or the Service Engine Soon (SES) telltale may be illuminated. On 1995-2002 model vehicles, the Powertrain Control Module (PCM) may set a DTC P1810 while on 2003 model vehicles, the PCM may set a DTC P1815. Cause The cause may be the transmission fluid pressure (TFP) switch (also known as the pressure switch manifold (PSM)). It will be referred to as the TFP switch in this bulletin. Correction Follow the diagnosis and service procedure below to correct this condition. VIN BREAKPOINTS Specifications Coolant Line/Hose: Specifications Heater Inlet Pipe Nut ........................................................................................................................... .................................................... 25 Nm (18 ft. lbs.) Heater Inlet Pipe Stud ....................................... ....................................................................................................................................... 50 Nm (37 ft. lbs.) Intake Manifold Coolant Pipe Bolt ...................................................................................................................................................... 10 Nm (89 inch lbs.) Page 9913 Wire Size Conversion TOOLS REQUIRED J 38125-B Terminal Repair Kit 1. Open the harness. ^ If the harness is taped, remove the tape. ^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. ^ If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. ^ Cut as little wire off the harness as possible. ^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. ^ The wire must be of equal or greater size than the original (except fusible link). ^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. ^ Select the correct size opening in the wire stripper or work down from the largest size. ^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. Park/Neutral Position (PNP) Switch, C1 Page 9611 Conversion - English/Metric Page 7723 There may be a void in the seam sealer at the base of the windshield on the right or left side. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 6 Some customers may comment about a mildew odor or wet carpet on the driver or passenger side. Cause Page 5134 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Backprobe IMPORTANT: ^ Backprobe connector terminals only when specifically required in diagnostic procedures. ^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. ^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. ^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: ^ Snapshot - taken from the Snapshot menu choice ^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Test Lamp TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Testing For a Short To Voltage NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. OnStar(R) - Re-establishing OnStar(R) Communications Cellular Phone: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 3309 Electrical Symbols Part 3 Page 7959 Inflatable Restraint Sensing And Diagnostic Module: Testing and Inspection For further information regarding this component and the system that it is a part of, please refer to Air Bag Systems / Testing and Inspection. Page 5636 There may be a void in the seam sealer at the tab in the right or left wheelhouse. Refer to the illustration above. Correction Clean the area with one of the cleaners listed below, or equivalent. Repair the area as necessary using seam sealer. Condition 7 (Alero, Grand Am, Malibu) Some customers may comment about the following conditions: ^ a mildew odor ^ a wet headliner ^ wet front or rear floor carpet ^ evidence of water in the right or left side bottom of the "A" pillar Cause ^ The sunroof drain hoses may not be attached properly or the drain hoses may be kinked or plugged. ^ The sunroof may be out of adjustment. Page 9880 Conversion - English/Metric